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http://www.racingcardraws.com/product/porsche-911-gt1-98-n-26/
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98 n.26 Winner 24 Hours of Le Mans 1998
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2017-12-31T11:33:14+00:00
Laurent Aiello, Allan McNish and Stephane Ortelli at the wheel of the Porsche 911 GT1-98 n.26 winner the 24 Hours of Le Mans 1998
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Racing Car Draws
http://www.racingcardraws.com/product/porsche-911-gt1-98-n-26/
Description PORSCHE 911 GT1-98 n.26 DOWNLOAD By purchasing the Image Porsche 911 GT1-98 n.26. You will receive an email with the link to download the image. Once purchased this will always be available in your account. HISTORY The Porsche 911 GT1-98 is a car that participated at the 24-hour Le Mans in 1998. The car designed by Norbert Singer made his debut at Le Mans in 1996, where he won the GT1 class victory but not the overall victory. The 911 GT1 was equipped with a six-cylinder boxer. Laurent Aiello, Allan McNish and Stephane Ortelli at the wheel of the Porsche 911 GT1-98 n.26 winner the 24 Hours of Le Mans 1998. Second arrived the Porsche 911 GT1-98 n.25 with Jorg Muller, Uwe Alzen and Bob Wollek while in third position the Nissan R390 GT1 n.32 with Aguri Suzuki, Kazuyoshi Hoshino and Masahico Kageyama. The race of the Porsche was very regular, knowing that being slower than the adversaries took advantage of the technical problems of the very fast Toyota Gt-One, the Mercedes CLK-LM and the BMW. In 1999 the FIA ​​decided to abolish the GT1 class and the Stuttgart home abandoned the endurance races. CHASSIS Porsche 911 GT1-98 Designed: Norbert Singer Composite fibre construction made of carbon fibres with a honeycomb Length: 4890 mm Width: 1990 mm Height: 1140 mm Suspension front: Double wishbones, push-rod actuated coil springs and dampers, anti-roll bar Suspension rear: Double wishbones, push-rod actuated coil springs and dampers, anti-roll bar Brakes: Carbon Fibre Discs Tyres: Michelin ENGINE Porsche M96/80 B6 3198 cc F6 Bi-turbo Power: 456 kW Drive Type: Rear wheel drive Transmission: Porsche six speed sequential manual. Fuel brand: Mobil 1 Fuel Type: Petrol Tank Capacity: 100 lt RESULT Winner 24 hours of Le Mans 1998 with drivers Laurent Aiello, Allan McNish, Stephane Ortelli
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https://www.classicdriver.com/en/article/cars/porsche-911-gt1-street-version
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Porsche 911 GT1 'Street Version'
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Homologation specials produce some of the most wondrous motor cars, and the Porsche 911 GT1 certainly qualifies as such. It married engineering elements of the 993-generation 911 and the legendary Group C 962, and cloaked the resultant underpinnings in striking bodywork.
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https://www.classicdriver.com/sites/default/files/favicon.ico
https://www.classicdriver.com/en/article/cars/porsche-911-gt1-street-version
But its gestation was inspired by a car from Woking, not Stuttgart. The McLaren F1 GTR dominated the 1995 Le Mans 24 Hours race, finishing first overall and 1-2-3 in class – and the fact it was propelled by a BMW V12 didn’t sit well with Porsche. Just six weeks after the F1 had cleaned up in France, Porsche announced that it would be restarting its factory-based GT programme and producing a new car to oppose the McLaren. Until then, Porsche’s contribution had been supplying 962s – by then over a decade old – to Dauer Racing, which had managed to guide one to the Le Mans crown before the McLaren whiteout took hold. The task of the new project was entrusted to renowned engineer Norbert Singer, who had been instrumental in the company’s former triumphs at La Sarthe. Faced with a limited development window, Singer used segments of two existing cars so the new car could avoid time-consuming crash testing. The front end came from a 993-era 911 GT2, while the rear assembly and engine came from the 962; a tubular frame was employed to unite them. This meant that despite Porsche’s instruction to ‘retain basic 911 characteristics’, the water-cooled, twin-turbo 3.2-litre engine was mounted amidships, rather than beyond the rear axle. The 911 GT1’s inauguration achieved a second place finish overall (a TWR-fettled Porsche LMP1 narrowly took first), as well as a 1-2 finish in the GT1 class – leaving the McLarens to fight among themselves for the remaining podium spot. For the 1997 season, the FIA announced the creation of the new GT Championship. It would require at least 25 homologation cars to be produced, but since Porsche already had solid orders in place for a road-going version, it was given licence to enter a revised ‘Evo’ version of the 911 GT1. Changes included a new carbonfibre chassis, suspension tweaks and aerodynamic changes, as well as a set of the ‘fried egg’ headlights from the recently introduced 996-series 911. As development continued throughout the season, Porsche began fulfilling the ‘Straßenversion’ (street version) orders with some restrained modifications for road use – namely a higher ride position, softer suspension, and more practical gear ratios. Slightly detuned, the engine still allowed for a 0-60mph sprint of 3.6 seconds and a 194mph top speed, but it promised improved reliability compared with the track cars. Inside, the dashboard was that of the 993-gen 911, and leather seats and carpeting provided a slightly more refined experience. Racing pedigree and limited numbers conspired to impose a retail price of $912,000. Revised for the 1998 season, the 911 GT1 fended off competition from the Mercedes CLK GTR and others to take a 1-2 finish overall at Le Mans – after which the car was retired. Nevertheless, despite its relatively short lifespan in comparison to the 962, it had still served its purpose. The F1 had been shot down; the marque had added yet another Le Mans win to its roster; and (ironically, through homologation duty rather than choice) Porsche had a supercar to chronologically nestle between the 959 and Carrera GT.
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https://www.supercars.net/blog/video-porsche-911-gt1-evo/
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VIDEO: Porsche 911 GT1 EVO
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[ "about:blank", "about:blank", "https://www.youtube.com/embed/e926q9rCrJg?feature=oembed" ]
[]
[ "" ]
null
[ "Nick D", "www.facebook.com", "Supercars.net" ]
2020-04-24T13:09:49+00:00
There's no doubt about it: the 911 GT1 EVO is still one of the best looking Porsches ever made and one of the least understood cars from Porsche.
en
Supercars.net
https://www.supercars.net/blog/video-porsche-911-gt1-evo/
There’s no doubt about it: the 911 GT1 EVO is still one of the best looking Porsches ever made and one of the least understood cars from Porsche. This video features not only the famous ‘Playstation’ model, but also the Straßenversion and the actual car that won the 24h of Le Mans in 1998, which is called 911 GT1-98 Le Mans. All of them came powered by a twin-turbo boxer flat-six engine with around 550 horsepower! Only Mclaren F1 GTR Long Tail and Mercedes-Benz CLK GTR could match it in the day.
5251
dbpedia
0
1
https://www.porsche.com/stories/mobility/five-of-the-greatest-porsche-hypercars/
en
Discover the history of the Porsche hypercar
https://content-hub.imgi…rcars.jpg?w=1308
https://content-hub.imgi…rcars.jpg?w=1308
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[]
[]
[ "" ]
null
[]
2023-11-07T00:00:00+00:00
From the 959 to the Mission X concept, these hypercars are some of the most exclusive in Porsche history
en
https://cdn.ui.porsche.com/porsche-design-system/meta-icons/favicon.ecf28f86f704514d0f169e4de8c32e8d.ico
https://www.porsche.com/stories/mobility/five-of-the-greatest-porsche-hypercars/
The hypercar is the very zenith of automotive high performance. From the legendary 959 to the all-new Mission X concept, these dynamic Porsche hypercar models have redefined what’s possible when it comes to fast cars What is a Porsche hypercar?From its sportscars to its racecars, Porsche has always been associated with speed and the thrill of driving. But some sportscars are a little more extreme than others – and that’s when a car becomes a hypercar. For hypercar, think the highest performance levels for a car and design and engineering innovations that really push things forward. For all the Porsche hypercars listed here, that means top speeds of 310km/h plus and 0-100km/h times that start with the number 3… and sometimes a 2. These cars (we’re omitting the Mission X from this part of the conversation, simply because it remains a prototype… for now) were at their respective launches the fastest of the fast, the quickest of the quick. Tellingly, their performance figures remain jaw-dropping even today. Welcome to hypercar heaven!Porsche 959 (1985)Back in 1985, our roads were still mostly filled with boxy cars. It was into this world that the car considered the first-ever Porsche hypercar – the Porsche 959 – was unleashed. It would go on to have a significant impact on not just the future of Porsche car design and engineering, but what fast cars could be in general. It all began when Porsche sought to find a potential successor to the 911, which saw it develop a new all-wheel drive vehicle as a Group B rally car. When motorsport’s governing body, the FIA, ditched the Group B designation during through the development process of the 959, Porsche made the decision to continue making it anyway. It would result in 292 road-going examples, creating a Porsche hypercar legend in the process.When it went on sale, the twin-turbocharged 959 was considered the most technologically advanced, road-going sportscar ever. Nearly 40 years later, the numbers associated with it still amaze. Its flat-six, 2849cc engine was based on the successful 956 and 962 racing Porsche engines and boasted a power output of 450PS, a top speed of almost 320km/h and a 0-100km/h time of 3.7 seconds. Phenomenal figures that uphold its hypercar designation.Meanwhile, its tech advances would prove hugely influential. These included sequential turbochargers that helped solve the less than smooth power delivery that car manufacturers had previously struggled with since the introduction of turbo engines. Its all-wheel drive set-up was every bit as cutting edge, allowing the 959 to deliver power proportionately to each of the axles, with as much as 80 per cent available to the rear wheels in certain instances. It’s perhaps no surprise that a car first developed as a rally car (and which would conquer the Paris-Dakar Rally in motorsport form), would achieve the mind-boggling levels of grip that it did.When the first of those 292 cars went on sale, they were priced at US $225,000 each. Today, if you’re lucky enough to find one of these limited-edition Porsche hypercars on sale, you can expect to pay at least four times as much. In fact, a beautifully kept 959 Komfort model from 1987 fetched an eye-popping $2,125,000 at a bringatrailer.com online auction in 2022.Porsche 911 GT1 Strassenversion (1988)Of all the Porsche hypercars, the 911 GT1 Strassenversion is perhaps the least well-known – but then just 21 road-legal versions of the 911 GT1 racecar were ever made. Today, its rarity has made it one of the most sought after pre-owned Porsche cars that you can buy. It was based on the Porsche 911 GT1 Evolution and built as a homologation version of the race car, in order that the latter could be entered in the 24 Hours of Le Mans in 1997.While it adopted the name 911, there was little in common for either the 911 GT1 Strassenversion hypercar, let alone its racecar sibling, with the illustrious Porsche sportscar of the same name. However, the front of the car has more than a passing resemblance with the 911 (type 993) of the time. In contrast, the rear is derived from one of the great Porsche racecars – the 962C. In essence, this was a racecar for the road, only slightly detuned (hence its ‘Strassenversion’ or ‘street version’ name).The 3.2-litre, six-cylinder engine of the 911 GT1 Strassenversion produced up to 544PS (compared to the racecar’s near 600PS), with a body predominantly made from carbon fibre. The GT1 could accelerate from 0-100km/h in just 3.6 seconds and had a top speed of 310km/h – bona fide hypercar performance. As you might expect for a car built in such limited numbers, they rarely come up for sale. But a 1998 911 GT1 Strassenversion that originally sold for around $900,000 when new, fetched an incredible US $5,665,000 at auctioneers’ Gooding & Company event at Amelia Island, Florida in 2017.Porsche Carrera GT (2003)The Porsche Carrera GT is talked about in the kind of revered prose reserved only for the truly great cars. It was in 2000 that the Carrera GT concept, with legendary two-time world rally champ Walter Röhrl at the wheel, stunned visitors and motoring press alike when it was unveiled on the streets of Paris during its motor show. Three years later, at the 2003 Geneva International Motor Show, it did it again when the Carrera GT was officially launched. Like all of the cars in this list, the influence of Porsche motorsport technology was written large in the development of the Carrera GT. At its heart was a hugely powerful but lightweight 5.7-litre V10 engine – a first for Porsche – that evolved from a race engine originally developed for use in a Le Mans Prototype car but never actually raced at Le Mans.While hypercars aren’t just about numbers, they’re a handy reference point. And the Carrera GT boasted figures that still make you sit up and take notice more than two decades on. A huge power output of 612PS translated into a 0-100km/h time of 3.9secs which would help the car hit 200km/h in just 9.9secs. Its top speed, officially, was 330km/h – above the fabled 200mph mark – and it tipped the scales at just 1380kg. This was testimony to the determination of its designers and engineers to keep the weight of the Carrera GT down, which stretched to the pioneering use of pure carbon fibre for its monocoque and subframe.Designed by a team headed by legendary Porsche designer, Harm Lagaay, the performance of the Carrera GT wasn’t just down to its extraordinary engine. Aerodynamic highlights included its carbon underbody geometry and rear diffuser, which kept the car stable even at the astonishing high speeds achieved by the Carrera GT. Its rear wing – a true standout – remained hidden until the car reached 120km/h, at which point it rose to reduce rear-end lift. Despite its ferocious power and ability, the Carrera GT was also built for everyday driveability and comfort. High quality soft leather, a Bose infotainment system and details like its beech wood gear shift knob – inspired by the all-conquering Porsche 917 racecar – were testament to that. When the Carrera GT was launched it had a price tag of €452,000. Unsurprisingly, all 1270 models were snapped up immediately. Today (November 2023), you’ll get little change out of €2m if you're thinking of buying one – a very low mileage example sold for a little over €1.75m at online auction in January 2022. The Carrera GT remains a Porsche hypercar that continues to astonish to this day.Porsche 918 Spyder (2014)Porsche has been making groundbreaking cars ever since it was formed. But in 2014 a car was unveiled that led motoring writers to reach for the superlatives to describe it. One described the hybrid-powered Porsche 918 as ‘…possibly the most complete hypercar there’s ever been’. The 918 Spyder was a plug-in hybrid hypercar that consisted of a high-performance 4.6-litre V8 engine and twin electric motors – a 115 kW electric motor on the rear axle and a 95 kW one on the front. That translated to a top speed of 345km/h and a scintillating 0-100km/h time of a mere 2.6 seconds. The hybrid technology allowed it to make use of active recuperation – in other words, store energy during braking.While its two electric motors were comparatively heavy, the lightweight bodywork on the 918 Spyder helped offset this with a carbon fibre monocoque with carbon fibre reinforced plastic (CFRP) body on top and polyurethane panels front and rear. This kept weight down to just 1674kg – even less (1634kg) with the optional Weissach package. With its low centre of gravity, the 918 Spyder was supremely well balanced.Often what marks a hypercar out from other cars are those innovative design and engineering touches that make heads turn. For the 918 Spyder a clue came in the ‘spyder’ name itself. In lieu of a fixed roof, the 918 Spyder had removable roof panels that could be stored in the front luggage compartment for open-top driving. More drama was created by its top pipes, which exited above the engine for optimal heat removal, like so many racecars of old.The hand-built 918 Spyder was a limited production model with just 918 examples made, with assembly alone taking around 100 hours for each car. On its launch in 2014, prices began at €768,026 in Germany (more for the Weissach Package). Today it commands prices several times more, like the 918 Spyder in Black with the Weissach Package that sold at the RM Sotheby’s auction during the 2021 Monterey Car Week for US $1.7375m dollars – equivalent to around €1.485m at the time.Porsche Mission X (2023)The latest addition to the Porsche hypercar club arrived in 2023 in the shape of the all-electric Porsche Mission X concept. This extraordinary-looking car has a goal, should it go into production, to be the fastest ever road-legal vehicle around the Nürburgring Nordschleife. A hypercar packed with future innovations, but also with significant nods to Porsche cars of the past – chief among them the legendary, all-conquering Porsche 917K racecar. It manifests itself in the sweeping line that rises up from the low, flat nose to the rear wings as well as its Le Mans-style doors. Two other Porsche racecar greats – the 906 and 908 – were inspiration for its striking rectangular front headlight clusters.The cockpit of the Mission X, with its airy, lightweight dome, gives the driver the feeling of being in an aeroplane, further enhanced by details like its cutaway, joystick-style steering wheel. And the Mission X should certainly fly around the Nordschleife once it gets the chance. Its centrally mounted, high-performance battery – optimally located just behind the seats for maximum agility – is twinned with 900-volt system architecture, with individual motors driving each wheel. With a power-to-weight ratio of around 1PS to every 1kg of weight, the huge downforce generated will help deliver incredible all-electric performance. As far as the future of the Mission X hypercar concept is concerned, it’s only just begun. Consumption and emission information 911 S/T (WLTP): Fuel consumption combined: 13.8 l/100 km; CO₂ emissions combined: 313 g/km; CO₂ class: G.
5251
dbpedia
3
28
https://www.stuttcars.com/porsche-911-gt1-strasenversion-1997/
en
1997 Porsche 911 GT1 Straßenversion
https://www.stuttcars.co…raenversion1.jpg
https://www.stuttcars.co…raenversion1.jpg
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[ "" ]
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[ "Nicolaos Dellis" ]
2017-04-27T00:09:00+00:00
Created to homologate Porsche's 911 GT1 contender, the street version, sometimes called 'Strassenversion', is one of the most fierce and rare 911s.
en
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Stuttcars
https://www.stuttcars.com/porsche-911-gt1-strasenversion-1997/
1997 Porsche 911 GT1 Straßenversion – Ultimate Guide Porsche developed two prototype cars, both fully road-legal versions that was 1996 model GT1 Straßenversion cars. The first was delivered in early 1996 to the German Federal Ministry of Transport, Building, and Urban Development for compliance testing, which it passed. The second prototype vehicle is in the hands of a Bahrain-based private car collector Khalid Abdul Rahim. These two cars feature 993 style front headlights. For 1997, the production car, again dubbed “911 GT1 Straßenversion” – was a run of approximately 20 units which were built in 1997 and featured 996 style front headlights. The majority of the production model was finished in Artic Silver or Fern White, but three cars were finished in unique colors: Polar Silver, Indian Red, and Pastel Yellow. The homologated roadgoing version of the ’97 911 GT1 Evolution racer wasn’t cheap, costing $890,805 upon release. Buyers lined up to buy a street version of the homologated Porsche’s 911 GT1 contender, a car that is one of the most fierce and rare 911s on planet. Twin-turbochargers were fitted to the M96/80 engine, which had water-cooled cylinder heads. Apparent from the front and rear lights, the GT1 shares many components with its series production counterparts, but puts them together in a more competitive way. Gone is the rear engine layout which isn’t suitable for prototype GT racing, the GT1’s turbocharged flat-six engine sits in front of the rear axle and is supported by chassis tubes instead of the typical 911 rear sub frame. Apart from the sparse interior, little differentiates the GT1 from the full-on, race-ready counterpart. The homologation regulations demanded that the car complied to both the rules of the road and track. This included comprehensive European regulations which created a golden age of GT1 racing. Apparent from the front and rear lights, the GT1 shares many components with its series production counterparts, but puts them together in a more competitive way. Gone is the rear engine layout which isn’t suitable for prototype GT racing, the GT1’s turbocharged flat-six engine sits in front of the rear axle and is supported by chassis tubes instead of the typical 911 rear sub frame. Sitting behind the engine is a longitudinal six-speed transmission which the rear suspension attaches directly onto. The GT1 was based on the 993 body shell, but with modified exterior panels and a substantial roll-cage that also supported the engine, gearbox and suspension. This helped Porsche avoid necessary crash testing and reinforced ties to the production cars. But in almost every way, the GT1 was purpose-built race car. It had a carbon fiber body, full width wing, a tiny cockpit and a maximum power of 600bhp was developed at 7,200rpm. Compared to the GT1s which raced Le Mans, the road-going version had only slight modifications. These changes include a higher ride height, softer suspension, road-going gear ratios and steel brakes which replace the race car’s carbon discs. The engine was only slightly detuned from the race version’s and a complete interior included sport seats and a full dashboard from the 993 line.
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https://automobile.fandom.com/wiki/Porsche_911_GT1
en
Porsche 911 GT1
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[ "Contributors to Autopedia" ]
2024-07-29T22:27:06+00:00
The Porsche 911 GT1 was a racing car designed for competition in the GT1 class at the 24 Hours of Le Mans and sold as a road car for homologation purposes. The roadgoing version was labeled the 911 GT1 Straßenversion. Porsche debuted the 911 GT1 in 1995, announcing that it would compete at the...
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https://static.wikia.nocookie.net/automobile/images/4/4a/Site-favicon.ico/revision/latest?cb=20221023150432
Autopedia
https://automobile.fandom.com/wiki/Porsche_911_GT1
Porsche 911 GT1 Race Car Category Le Mans GT1 FIA GT1 Constructor Porsche Designer Norbert Singer Tony Hatter[1] Predecessor Porsche 962 Porsche 911 GT2 Evo (GT1) Successor Porsche RS Spyder Chassis steel tube frame Suspension (front) Double wishbone, adjustable dampers Suspension (rear) Double wishbone with push rod suspension, adjustable dampers Engine 3.2 L (200 cu in) water-cooled, Porsche M96/80 flat-6, twin-turbocharged, mid-engine Electric_motor {{{Electric motor}}} Battery {{{Battery}}} Power 600 PS (441 kW; 592 hp) Transmission 6-speed sequential manual Weight 1,050 kg (2,315 lb) 950 kg (2,094 lb)[2] Fuel {{{Fuel}}} Brakes {{{Brakes}}} Tyres Michelin Notable entrants {{{Notable Entrants}}} Notable drivers Laurent Aïello Allan McNish Stéphane Ortelli Yannick Dalmas Debut 1996 24 Hours of Le Mans Races competed 135[3] Race victories 47 Podiums {{{Podiums}}} Constructors' Championships {{{Constructor's Championships}}} Drivers' Championships {{{Driver's Championships}}} Pole positions 34 Fastest laps {{{Fastest Laps}}} The Porsche 911 GT1 was a racing car designed for competition in the GT1 class at the 24 Hours of Le Mans and sold as a road car for homologation purposes. The roadgoing version was labeled the 911 GT1 Straßenversion. History[] Porsche debuted the 911 GT1 in 1995, announcing that it would compete at the 1996 24 Hours of Le Mans. In spite of its name, the car actually has very little in common with the 911, its floorpan was taken from the Porsche 956|956/962 Group C car. In addition, the GT1 featured a water cooled, twin-turbocharger|turbocharged and intercooler|intercooled 3.2 L, multivalve|four valve per cylinder flat-six in a MR layout|mid-mounted position and making about 600 horsepower. In comparison, the Porsche 993|993 generation Porsche 911 GT2|911 GT2, which was otherwise the company's highest-performance vehicle, used an air-cooled engine with only 2-valves per cylinder and mounted in the rear, which is the traditional layout for the 911. 1996[] The new vehicle was an outright success at Le Mans, winning the GT1 class at its debut race, although it lost the overall victory to Joest Racing's TWR-Porsche prototype, still a success in that this vehicle used a Porsche powerplant. The 911 GT1 made its debut in the BPR Global GT Series (the FIA championship's predecessor) at the last race of the 1996 season, in Zhuhai, although the organisation was reluctant to accept the car and did not allow it to score points. Emmanuel Collard and Ralf Kelleners won outright without much contention. 1997[] In 1997, the new Mercedes-Benz CLK-GTR was successful in the new FIA GT Championship that replaced the BPR, as it was developed for racing. Mercedes did not enter Le Mans yet with their new car, though. The Porsche did not prove to be as fast in the FIA series, and failed to win a single race, first against the McLaren F1 GTR, and then against the new CLK-GTR. Porsche made minor revisions to the car for the 1997 Le Mans, including restyling the front end to incorporate "kidney shaped" headlamps like what would appear a year later on the 996 generation 911s, and Boxsters; this version is known as the 911 GT1 Evo (or Evolution). However, the works cars suffered from reliability problems and did not last the full race distance; a privately entered GT1 managed 5th overall and third in its class, but was beaten by the BMW-backed and powered McLaren F1 GTRs. 1998[] Porsche committed themselves to a full blown re-thinking of the vehicle for the 1998 race, as the FIA and ACO abandoned the rule that GT1 cars must be based on a production vehicle. Designed to match the Toyota GT-One and Mercedes CLK-GTR, the 911 GT1 '98 featured radical changes to the bodywork and a new sequential gearbox. In 1998, in spite of improvements to the car, the privately entered Porsches proved to be no match for the works CLKs which also were improved. This was also due to the air-restrictor rules being regarded as unfavourable to the turbo engine. The Michelin tyres of the factory team and especially the Pirelli of Zakspeed were considered inferior to the Bridgestone of Mercedes, which also would dominate in F1 for many years. At Le Mans, it was a different story. The new BMW V12 LM retired with wheel bearing trouble, and the Mercedes CLK-LM vehicles had oil pump troubles in the new V8 engines that replaced the former V12. The Toyota GT-One was very fast but also unreliable. The revised 1998 model, despite being slow, fulfilled Porsche's slim hopes, taking both first and second place overall thanks to reliability, giving Porsche its record-breaking 16th overall win at Le Mans, more than any other manufacturer in history. At Road Atlanta, the 911 GT1/98 of Yannick Dalmas made a spectacular backward flip, as did the BMW V12 LMR at the same place in 2000, and most famously the Mercedes-Benz CLR at Le Mans in 1999. 1999[] With Mercedes dominating FIA GT1 in 1998, all other entries including Porsche withdrew for 1999. The GT1 class was cancelled, and the FIA GT Championship was contested with GT2 cars. Porsche could have entered at Le Mans, but chose not to try to defend the lucky win of '98 against new machines from other factories. Champion Racing brought a 911 GT1 Evo to America to race in the American Le Mans Series, but was only allowed to do so as a LMP (Le Mans Prototypes) class entry, where it proved uncompetitive against actual prototypes such as the BMW V12 LMR. The road version[] Porsche 911 GT1 Porsche aka Porsche 911 GT1 Straßenversion Production 1997-1998 Class Sports car (S) Body Style 2-door coupé Length 4,890 mm (192.5 in) Width 1,990 mm (78.3 in) Height 1,140 mm (44.9 in) Wheelbase {{{Wheelbase}}} Weight {{{Weight}}} Transmission 6-speed manual Engine 3.2 L (3,164 cc), twin-turbocharged, Porsche M96/80 flat-6, 400 kW (544 PS; 536 hp) 600 N⋅m (443 lb⋅ft) of torque Power {{{Power}}} Similar Porsche 962 Porsche 993 Porsche 996 Porsche 986 Designer {{{Designer}}} Regulations for the GT1 category stipulated that to be eligible, a total of 25 cars must be built for road use. Porsche developed a fully road-legal version of the GT1 and delivered one in early 1996 to the German government for compliance testing, which it passed. The engine had to be slightly de-tuned to meet European emissions laws, although its 544 PS (400 kW) and dry weight of 1,100 kg proved to be more than adequate; the vehicle could accelerate to 100 km/h (62 mph) from a standstill in 3.5 seconds on its way to a top speed of 310 km/h (193 mph). [] Official Porsche website 1996 Porsche 911 GT1 at official Porsche website 1997 Porsche 911 GT1 Evo at official Porsche website 1998 Porsche 911 GT1 '98 at official Porsche website
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911 Carrera GT1, Who owns them?
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[ "DrwVIP" ]
2009-02-06T01:27:17
GT3/GT2 - 911 Carrera GT1, Who owns them? - Like the title says. Where is the GT1 Registry at? I know 25 road cars exist. I have seen photos of one in America. I haven't seen many ever really for sale. Who has these? Why is this P-car overlooked at times for the early 1990 Supercars!!!
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6SpeedOnline - Porsche Forum and Luxury Car Resource
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https://www.supercars.net/blog/1998-porsche-911-gt1-98/
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Porsche 911 GT1 ’98
https://www.supercars.ne…GT198-3-1024.jpg
https://www.supercars.ne…GT198-3-1024.jpg
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[ "" ]
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[ "Nick D", "www.facebook.com", "Supercars.net" ]
2016-04-25T00:06:34+00:00
1998 Le Mans 24-hour race In the 1998 jubilee year, the Porsche team celebrated its 16th overall victory in Le Mans with a double win for the 911 GT1 98. On 6th/7th June, the winning car was driven by Laurent Aiello, Allan McNish and Stéphane Ortelli.
en
Supercars.net
https://www.supercars.net/blog/1998-porsche-911-gt1-98/
1998 Le Mans 24-hour race, the Porsche team celebrated its 16th overall victory in Le Mans with a double win for the 911 GT1 98. On 6th/7th June, the winning car was driven by Laurent Aiello, Allan McNish and Stéphane Ortelli. It was almost 50 years to the day on which the first Porsche sports car saw the light of day. The 1990s were not good for Porsche when it came to Le Mans success, but in 1998, things turned around with the 911 GT1 98 able to get Porsche back to its winning ways. The 15th Le Mans win came in 1994 with the Dauer 962 (Porsche engineers discover that the 962 C could be modernised and modified to be eligible as a Le Mans GT1 race car, because the required street-legal version already exists: the Dauer 962). It was an awesome race car but it was getting on in age and was no longer competitive enough for an outright win. That is when Porsche decided on an entirely new, 911-derived design — the Porsche GT1. Porsche knew that it needed something fresh to remain competitive, and that its new racer needed to look like the 911, so with Norbert Singer at the helm the company set to work on the GT1 to compete in the BPR GT Series. The original design basically took the entire front section of the 993 but with the body being a totally new and custom steel section connected on to carry the engine and transmission that had been turned through 180 degrees and mid-mounted. The 1996 911 GT1 had a 2nd and 3rd place at the 1996 Le Mans. Several updates (it got 996 derived headlights and other mechanical changes) were made for the 1997 911 GT1 (it was known as the 1997 Porsche 911 GT1 Evolution). There was no finish at Le Mans in 1997. A Totally New Race Car Porsche’s resolve was still strong and thanks to race team boss Herbert Ampferer convincing engineering director at the time Horst Marchart to continue development on the GT1, Porsche ended up being quite drastic in their approach. They opted for a clean-sheet design that shared almost no parts with the road cars. There was little pretence of remaining close to the production 911, Porsche was going to build a straight-up Le Mans prototype (FIA regulations required just one ‘Strals’enversion‘ road model to be built). The GT1 marked a number of firsts for Porsche, one of which was the use of a carbon-fiber monocoque chassis, with the sections and panels constructed by English specialists, CTS. Talented engineer Horst Reitter had designed the carbon tub and he had plenty of experience, having also been responsible for Porsche’s first racing monocoque for the Porsche 956. The design was 100% CAD driven (for the first time). A quarter-scale model was tested in the wind tunnel, with the data transferred to CAD computers for production of the final car. The final car was checked a second time in Weissach‘s wind tunnel, many further hours being devoted to honing the final shape. Significant Upgrades The proliferation of slats and vents that adorned the bodywork was testament to the amount of time spent perfecting the aero and cooling of the ‘98 GT1. A further crucial difference compared to earlier GT1 incarnations was around the weight of the car. Herbert Ampferer had gone on the record saying he wanted the car to be 10% lighter than the ‘97 GT1. The diet and new-car from the ground up approach worked because the ‘98 GT1 weighed only 2,072 lbs (the 1997 GT1 weighed 2,337 lbs). The carbon-fiber not only helped the car weigh less but it was also a lot stiffer which is important in all race cars when it comes to handling. The new car was also slightly longer and wider and also sat a little lower too. The wheelbase had also grown. There was also a large, adjustable plastic rear wing, while the nose was noticeably lower, a development achieved by relocating the cooling radiators from the centre to the outer edges of the front end. It even got cool supercar hinged doors for the first time. The engine was largely the same as the previous GT1s. A water-cooled, 3.2 liter flat six unit adapted from the 962 race car, but fitted with one-piece aluminum cylinder heads from the Porsche 959. The block was also in aluminum, and four valves per cylinder were operated by chain-driven camshafts. While the original 74 mm stroke was retained, the bore was enlarged from 95 mm to 95.5 mm for a 3,198cc capacity. Also retained were the pair of KKK K27.2 turbochargers fed by a massive scoop on the roof and blowing through twin intercoolers, along with a TAG 3.8 engine management system that controlled multi-point sequential injection and cylinder-selective knock control. The result was around 550 hp at 7,200 rpm and 465 lb/ft of torque at 5,000 rpm. The transmission was upgraded with the dog-clutch six-speed changing for a conventional shift pattern for a sequential arrangement more suited to endurance racing. It had an additional pump for improved lubrication, an oil to-water heat exchanger, and a new triple-disc carbon clutch. Other notable improvements were the front suspension, where an entirely difirerent set-up was installed and gave Porsche race engineers a lot more wiggle room in terms of setting changes and tuning. Double wishbones, pushrods and transverse coil springs with Bilstein dampers were also part of the ‘98 GT1 set up. The same suspension arrangement was employed at the rear — there was an anti-roll bar at both ends. The car handled better as a result but perhaps even more important was that this set up necessitated the move of the 100 liter safety cell for fuel to a position between the bulkhead and engine, which was a vast improvement when it came to weight distribution. Hydraulically assisted steering also featured, while the Michelin tyres 27/67—19 front and 31/70-19 rear — sat on ll.5×19 inch front and 13×19 inch rear single—piece BBS rims. The ’98 GT1 & The 1998 Le Mans Compared to what had gone before, the 1998 GT1 was a hugely impressive package, and Porsche had left no stone unturned when it came to meeting the challenges posed by the likes of Toyota, Nissan and Mercedes Benz. At Le Mans it was Mercedes-Benz that took pole and 3rd positions on the grid, split by a Toyota GT-One. Porsche had to settle for fourth for #25 and 5th for #26. Both cars spent time in the pits for minor repairs and with 90 minutes of the race remaining it looked like Toyota would take the chequered flag. But it was struck by transmission failure, meaning the two Porsche spent the last hour in one-two formation and that’s how it finished. The GT1 conquered le Mans and delivered Porsche a fitting present on its 50th birthday. The car of McNish, Aiello and Ortelli crossed the line in 1st place, bringing Porsche a historic 16th victory at the toughest race in the world. Porsche 911 GT1 ’98 Specs & Performance
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dbpedia
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https://www.porsche.com/stories/mobility/five-of-the-greatest-porsche-hypercars/
en
Discover the history of the Porsche hypercar
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2023-11-07T00:00:00+00:00
From the 959 to the Mission X concept, these hypercars are some of the most exclusive in Porsche history
en
https://cdn.ui.porsche.com/porsche-design-system/meta-icons/favicon.ecf28f86f704514d0f169e4de8c32e8d.ico
https://www.porsche.com/stories/mobility/five-of-the-greatest-porsche-hypercars/
The hypercar is the very zenith of automotive high performance. From the legendary 959 to the all-new Mission X concept, these dynamic Porsche hypercar models have redefined what’s possible when it comes to fast cars What is a Porsche hypercar?From its sportscars to its racecars, Porsche has always been associated with speed and the thrill of driving. But some sportscars are a little more extreme than others – and that’s when a car becomes a hypercar. For hypercar, think the highest performance levels for a car and design and engineering innovations that really push things forward. For all the Porsche hypercars listed here, that means top speeds of 310km/h plus and 0-100km/h times that start with the number 3… and sometimes a 2. These cars (we’re omitting the Mission X from this part of the conversation, simply because it remains a prototype… for now) were at their respective launches the fastest of the fast, the quickest of the quick. Tellingly, their performance figures remain jaw-dropping even today. Welcome to hypercar heaven!Porsche 959 (1985)Back in 1985, our roads were still mostly filled with boxy cars. It was into this world that the car considered the first-ever Porsche hypercar – the Porsche 959 – was unleashed. It would go on to have a significant impact on not just the future of Porsche car design and engineering, but what fast cars could be in general. It all began when Porsche sought to find a potential successor to the 911, which saw it develop a new all-wheel drive vehicle as a Group B rally car. When motorsport’s governing body, the FIA, ditched the Group B designation during through the development process of the 959, Porsche made the decision to continue making it anyway. It would result in 292 road-going examples, creating a Porsche hypercar legend in the process.When it went on sale, the twin-turbocharged 959 was considered the most technologically advanced, road-going sportscar ever. Nearly 40 years later, the numbers associated with it still amaze. Its flat-six, 2849cc engine was based on the successful 956 and 962 racing Porsche engines and boasted a power output of 450PS, a top speed of almost 320km/h and a 0-100km/h time of 3.7 seconds. Phenomenal figures that uphold its hypercar designation.Meanwhile, its tech advances would prove hugely influential. These included sequential turbochargers that helped solve the less than smooth power delivery that car manufacturers had previously struggled with since the introduction of turbo engines. Its all-wheel drive set-up was every bit as cutting edge, allowing the 959 to deliver power proportionately to each of the axles, with as much as 80 per cent available to the rear wheels in certain instances. It’s perhaps no surprise that a car first developed as a rally car (and which would conquer the Paris-Dakar Rally in motorsport form), would achieve the mind-boggling levels of grip that it did.When the first of those 292 cars went on sale, they were priced at US $225,000 each. Today, if you’re lucky enough to find one of these limited-edition Porsche hypercars on sale, you can expect to pay at least four times as much. In fact, a beautifully kept 959 Komfort model from 1987 fetched an eye-popping $2,125,000 at a bringatrailer.com online auction in 2022.Porsche 911 GT1 Strassenversion (1988)Of all the Porsche hypercars, the 911 GT1 Strassenversion is perhaps the least well-known – but then just 21 road-legal versions of the 911 GT1 racecar were ever made. Today, its rarity has made it one of the most sought after pre-owned Porsche cars that you can buy. It was based on the Porsche 911 GT1 Evolution and built as a homologation version of the race car, in order that the latter could be entered in the 24 Hours of Le Mans in 1997.While it adopted the name 911, there was little in common for either the 911 GT1 Strassenversion hypercar, let alone its racecar sibling, with the illustrious Porsche sportscar of the same name. However, the front of the car has more than a passing resemblance with the 911 (type 993) of the time. In contrast, the rear is derived from one of the great Porsche racecars – the 962C. In essence, this was a racecar for the road, only slightly detuned (hence its ‘Strassenversion’ or ‘street version’ name).The 3.2-litre, six-cylinder engine of the 911 GT1 Strassenversion produced up to 544PS (compared to the racecar’s near 600PS), with a body predominantly made from carbon fibre. The GT1 could accelerate from 0-100km/h in just 3.6 seconds and had a top speed of 310km/h – bona fide hypercar performance. As you might expect for a car built in such limited numbers, they rarely come up for sale. But a 1998 911 GT1 Strassenversion that originally sold for around $900,000 when new, fetched an incredible US $5,665,000 at auctioneers’ Gooding & Company event at Amelia Island, Florida in 2017.Porsche Carrera GT (2003)The Porsche Carrera GT is talked about in the kind of revered prose reserved only for the truly great cars. It was in 2000 that the Carrera GT concept, with legendary two-time world rally champ Walter Röhrl at the wheel, stunned visitors and motoring press alike when it was unveiled on the streets of Paris during its motor show. Three years later, at the 2003 Geneva International Motor Show, it did it again when the Carrera GT was officially launched. Like all of the cars in this list, the influence of Porsche motorsport technology was written large in the development of the Carrera GT. At its heart was a hugely powerful but lightweight 5.7-litre V10 engine – a first for Porsche – that evolved from a race engine originally developed for use in a Le Mans Prototype car but never actually raced at Le Mans.While hypercars aren’t just about numbers, they’re a handy reference point. And the Carrera GT boasted figures that still make you sit up and take notice more than two decades on. A huge power output of 612PS translated into a 0-100km/h time of 3.9secs which would help the car hit 200km/h in just 9.9secs. Its top speed, officially, was 330km/h – above the fabled 200mph mark – and it tipped the scales at just 1380kg. This was testimony to the determination of its designers and engineers to keep the weight of the Carrera GT down, which stretched to the pioneering use of pure carbon fibre for its monocoque and subframe.Designed by a team headed by legendary Porsche designer, Harm Lagaay, the performance of the Carrera GT wasn’t just down to its extraordinary engine. Aerodynamic highlights included its carbon underbody geometry and rear diffuser, which kept the car stable even at the astonishing high speeds achieved by the Carrera GT. Its rear wing – a true standout – remained hidden until the car reached 120km/h, at which point it rose to reduce rear-end lift. Despite its ferocious power and ability, the Carrera GT was also built for everyday driveability and comfort. High quality soft leather, a Bose infotainment system and details like its beech wood gear shift knob – inspired by the all-conquering Porsche 917 racecar – were testament to that. When the Carrera GT was launched it had a price tag of €452,000. Unsurprisingly, all 1270 models were snapped up immediately. Today (November 2023), you’ll get little change out of €2m if you're thinking of buying one – a very low mileage example sold for a little over €1.75m at online auction in January 2022. The Carrera GT remains a Porsche hypercar that continues to astonish to this day.Porsche 918 Spyder (2014)Porsche has been making groundbreaking cars ever since it was formed. But in 2014 a car was unveiled that led motoring writers to reach for the superlatives to describe it. One described the hybrid-powered Porsche 918 as ‘…possibly the most complete hypercar there’s ever been’. The 918 Spyder was a plug-in hybrid hypercar that consisted of a high-performance 4.6-litre V8 engine and twin electric motors – a 115 kW electric motor on the rear axle and a 95 kW one on the front. That translated to a top speed of 345km/h and a scintillating 0-100km/h time of a mere 2.6 seconds. The hybrid technology allowed it to make use of active recuperation – in other words, store energy during braking.While its two electric motors were comparatively heavy, the lightweight bodywork on the 918 Spyder helped offset this with a carbon fibre monocoque with carbon fibre reinforced plastic (CFRP) body on top and polyurethane panels front and rear. This kept weight down to just 1674kg – even less (1634kg) with the optional Weissach package. With its low centre of gravity, the 918 Spyder was supremely well balanced.Often what marks a hypercar out from other cars are those innovative design and engineering touches that make heads turn. For the 918 Spyder a clue came in the ‘spyder’ name itself. In lieu of a fixed roof, the 918 Spyder had removable roof panels that could be stored in the front luggage compartment for open-top driving. More drama was created by its top pipes, which exited above the engine for optimal heat removal, like so many racecars of old.The hand-built 918 Spyder was a limited production model with just 918 examples made, with assembly alone taking around 100 hours for each car. On its launch in 2014, prices began at €768,026 in Germany (more for the Weissach Package). Today it commands prices several times more, like the 918 Spyder in Black with the Weissach Package that sold at the RM Sotheby’s auction during the 2021 Monterey Car Week for US $1.7375m dollars – equivalent to around €1.485m at the time.Porsche Mission X (2023)The latest addition to the Porsche hypercar club arrived in 2023 in the shape of the all-electric Porsche Mission X concept. This extraordinary-looking car has a goal, should it go into production, to be the fastest ever road-legal vehicle around the Nürburgring Nordschleife. A hypercar packed with future innovations, but also with significant nods to Porsche cars of the past – chief among them the legendary, all-conquering Porsche 917K racecar. It manifests itself in the sweeping line that rises up from the low, flat nose to the rear wings as well as its Le Mans-style doors. Two other Porsche racecar greats – the 906 and 908 – were inspiration for its striking rectangular front headlight clusters.The cockpit of the Mission X, with its airy, lightweight dome, gives the driver the feeling of being in an aeroplane, further enhanced by details like its cutaway, joystick-style steering wheel. And the Mission X should certainly fly around the Nordschleife once it gets the chance. Its centrally mounted, high-performance battery – optimally located just behind the seats for maximum agility – is twinned with 900-volt system architecture, with individual motors driving each wheel. With a power-to-weight ratio of around 1PS to every 1kg of weight, the huge downforce generated will help deliver incredible all-electric performance. As far as the future of the Mission X hypercar concept is concerned, it’s only just begun. Consumption and emission information 911 S/T (WLTP): Fuel consumption combined: 13.8 l/100 km; CO₂ emissions combined: 313 g/km; CO₂ class: G.
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https://automobilist.com/en-us/blogs/stories/no-stone-unturned
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No Stone Unturned: 1998 Porsche 911 GT1
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2023-05-19T13:00:00+02:00
24h Le Mans Centenary: 1993-2002 | Written by Richard Kelley In honour of its 50th anniversary, Porsche developed an all-new car, the 911 GT1-98, for the 1998 Fia International GT season. During the racing season, the 911 GT1-98 struggled to match the pace of the Mercedes over the 500k events due to the air-restrictor
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Automobilist
https://automobilist.com/en-us/blogs/stories/no-stone-unturned
In honour of its 50th anniversary, Porsche developed an all-new car, the 911 GT1-98, for the 1998 Fia International GT season. During the racing season, the 911 GT1-98 struggled to match the pace of the Mercedes over the 500k events due to the air-restrictor rules, which constrained Porsche’s turbocharged engines (the Mercedes had a naturally aspirated V8 engine). However, Porsche at Le Mans has always been in another world; the German automaker’s fame is synonymous with remaining ultra-competitive for 24 continuous hours. For 16 times in the past, Porsche had claimed victory. In 1998, they again left no stone unturned, searching for speed and pace against one of the most fiercely competitive Le Mans grids – the Toyota GT-One, Mercedes CLK-LM, Nissan R390, and BMW V12 LM were all fighting for victory. Ultimately, Porsche’s fearless resilience held its ground, delivering one of the company’s most satisfying Le Mans triumphs. Designed to take on the new Toyota GT-One and Mercedes-Benz CLK-GTR, the 911 GT1-98 opted for a clean-sheet design even though new GT1 rules stipulating race cars should be based on road cars –⁠ Porsche had already effectively reverse-engineered their road cars from a purpose-built mid-engined racer. The car of Laurent Aiello / Allan McNish / Stèphane Ortelli, Porsche 911 GT1-98, is unveiled on the grid of the 1998 24h Le Mans. Image Courtesy: Motorsport Images. Initially based on a steel 911 bodyshell mated to a mid-engined 962 rear end, the 911 GT1-98 evolved into a carbon-fibre monocoque, with carbon-fibre brake discs in a works racing car for the first time. When completed, the flowing bodywork resembled a sports prototype rather than Porsche’s previous two models. The engine was the same as the previous GT1s. The water-cooled, 3.2-litre flat six was adapted from the all-conquering 962 but fitted with one-piece aluminium cylinder heads from the Porsche 959. The block was also in aluminium, and chain-driven camshafts operated four valves per cylinder. Engine control switched to a TAG Electronic Systems TAG 3.8 ECU to match the new sequential gearbox and the retained pair of KKK K27.2 turbochargers fed by a massive scoop on the roof and blowing through twin intercoolers. Longer and wider, the GT1-98 sported a large, adjustable plastic rear wing and a noticeably lower nose achieved by lengthening the wheelbase to relocate the cooling radiators from the centre to the outer edges of the front end. Porsche also put its new champion on a crucial diet - the new car from the ground up ‘98 GT1 weighed only 2,072 lbs, 265 lbs less than the 1997 GT1. Laurent Aiello / Allan McNish / Stèphane Ortelli, Porsche 911 GT1-98, during the 1998 24h Le Mans. Image Courtesy: Motorsport Images. There would be two 911 GT-1 teams; Jörg Müller-Uwe Alzen-Bob Wollek handling (#25) with Laurent Aiello-Allan McNish-Stéphane Ortelli pushing (#26). Aïello was the last-minute addition to the trio, brought in after Yannick Dalmas had a massive crash at Spa, while already good friends with McNish and Ortelli. Ortelli asked to partner with close friend McNish after the Scot crashed in the earliest stages of Le Mans 1997. “Our team boss Herbert Ampferer asked me ‘Are you OK to race again with Allan?’,” remembered Ortelli. “I said he deserves a second chance, we want to win together.” Despite the enormous engineering and driver's efforts, the Porsche GT1 was not the fastest car on the grid. Mercedes-Benz took pole and 3rd positions on the grid, split by a Toyota GT-One. Porsche had to settle for fourth for #25 and 5th for #26. The Porsche teams complained of pace after switching from a dog' box, also used by Toyota, to a synchromesh gearbox. “We were super-slow and super-frustrated; we couldn't flat shift, and the travel of the gear shift was like four times longer,” said Ortelli. Porsche said, “Yes, you are going to hurt your hand and feel frustrated, but you will have a car you can push,” remarked Ortelli. And, push they did. Laurent Aiello / Allan McNish / Stèphane Ortelli, Porsche 911 GT1-98, pushes hard as the night starts to fall on the 1998 24h Le Mans. Image Courtesy: Motorsport Images. With pressure from Porsche, Mercedes and BMW were out two and six hours into the race, respectively. The 66th edition of the 24 Hours of Le Mans then turned into a German-Japanese duel between both Porsche GT1 teams and the Toyota GT-One, followed at a respectable distance by Nissan and the LM P1 prototypes. “Our pace was more conservative than competitors, but we knew we could push 120 percent and know the car was going to last,” said Ortelli later. After a demanding night and a relentless duel for first position, both 911 GT1-98s spent half an hour in their pits: the #25 had damaged its floor during an incident in a gravel trap, and the #26 had to replace a water line. Ortelli and his teammates dropped from first to second behind the Toyota GT-One. Laurent Aiello / Allan McNish / Stèphane Ortelli, Porsche 911 GT1-98, makes a pit stop during the 1998 24h Le Mans. Image Courtesy: Motorsport Images. Then, during the repairs, Ortelli received a phone call. “A friend was at Indianapolis corner and called me to say the Toyota was making a funny noise on the downshift. Because of this information we kept pushing them, stressing them, and they broke down.” And once again, by leaving no stone unturned, Porsche finished 1-2, winning for the 17th time at its favourite race and celebrating its 50th anniversary in the best way possible, with Wolfgang Porsche joining his team at the top of the podium. Laurent Aiello, Allan McNish and Stèphane Ortelli celebrate on the podium after winning the 1998 24h Le Mans. Image Courtesy: Motorsport Images. Follow the link below to read more stories from the 100 years of 24h Le Mans and discover our celebratory poster collection in cooperation with the Automobile Club de l'Ouest.
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https://newsroom.hagerty.com/press/le-mans-winning-1998-porsche-911-gt1-tour-de-france-winning-1962-ferrari-250-gto-lead-275-world-class-entries-at-the-amelia/
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Le Mans Winning 1998 Porsche 911 GT1, Tour de France Winning 1962 Ferrari 250 GTO Lead 275 World
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2024-02-21T19:50:58+00:00
TRAVERSE CITY, Mich., February 21, 2024 –  The Amelia, known by its longtime attendees and fans as “the racers’ concours,” will display hundreds of the greatest-ever road and racing machines as it welcomes guests to its 29th annual event. The four-day gathering takes place from Thursday, February 29 to Sunday, March 3, 2024. Among cars […]
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https://newsroom.hagerty.com/press/le-mans-winning-1998-porsche-911-gt1-tour-de-france-winning-1962-ferrari-250-gto-lead-275-world-class-entries-at-the-amelia/
TRAVERSE CITY, Mich., February 21, 2024 – The Amelia, known by its longtime attendees and fans as “the racers’ concours,” will display hundreds of the greatest-ever road and racing machines as it welcomes guests to its 29th annual event. The four-day gathering takes place from Thursday, February 29 to Sunday, March 3, 2024. Among cars on display are race winning examples, movie heroes, supercars and vehicles replete with history. Significantly, Sunday’s Amelia Concours d’Elegance will feature 275 cars representing the best-of-the-best from automotive history. Building to concours Sunday, a display of 375 cars at the Saturday, March 2nd Cars and Community will include an expanded RADwood display featuring an additional 250 cars from the trend-setting 1980s and 1990s. A special class of the hottest cars from 1984 will be on display at RADwood as part of the brand’s year-long celebration of Hagerty’s 40th anniversary. Additional activities and experiences celebrating Hagerty’s four decades serving the enthusiast community are planned throughout, including a new ad campaign and anniversary-focused Marketplace online auction. “History gathers on the lawns of The Amelia and you’re sure to learn something new or find an all-new car you’ve never heard of before,” said Matt Orendac, Concours Vice Chairman. “With so much to absorb, the reading you do before and after The Amelia can be as much fun as seeing and hearing the cars themselves. These are just a few of the cars you’ll see, but there are still plenty of surprises left.” 1998 Porsche 911 GT1 Driven by Allan McNish, Laurent Aïello and Stéphane Ortelli, this Porsche 911 GT1 took the overall victory at the 24 Hours of Le Mans in 1998. This marked the 16th time the famed German marque had taken the top prize at the race and the last time GT1 cars would compete in the race. This car, built as a 911 GT1-98 variant, is one of just 5 examples produced and is the actual car that took the checkered flag at Le Mans in 1998. The Porsche 911-GT1 will be displayed at RADwood and again at The Amelia on Sunday. It is joining The Amelia this year thanks to Mobil 1 who is celebrating their 50th anniversary. Fast fact: no other road legal car has won Le Mans since the GT1. 1962 Ferrari 250 GTO The Ferrari 250 GTO is known for its beauty, performance and racing pedigree and this example checks all those boxes. Finished is silver metallic paint and featuring a central French Tricolore stripe, this Ferrari finished 2nd in class at the 24 Hours of Le Mans in 1963 and 1st overall at the Tour de France the next year. You’ll be able to see this Ferrari 250 GTO at the Sunday Concours as part of the “Ferrari 250 Competition Cars” class. 1971 Porsche 911T This 911T was purchased new by Bill Warner, founder and Chairman Emeritus of The Amelia, and turned into the ultimate 911. After participation in the 1975 Cannonball Run, Warner had the engine increased to 2.7-liter Carrera specs. Other modifications include the wheels from the Peter Gregg 2.5-liter car and deck lid from the George Drolsom Carrera, making it a time capsul of some of the greatest Porsches in history. 1965 Shelby Cobra 427 Competition One of just 19 competition variants of the 427 Cobra, CSX3019 has an extensive race history including appearances at the Targa Florio, Spa, Silverstone, the Nürburgring and the 24 Hours of Le Mans in era. Fresh off an extensive restoration, this Cobra will appear at The Amelia in the class “Race Cars Post-War: 1956-1965.” 2020 Bugatti Divo Bugatti is known for creating the fastest and most refined hypercars in the world, and this Bugatti Divo is no exception. The 8-liter, quad turbo, W16 engine produces 1,500 horsepower good for a top speed of 236 mph. The Bugatti Divo is the more aggressive and focused version of the Bugatti Chiron, as such, it is said to have bested the time of its sibling on the Nardo Ring by eight seconds and produces over a half-ton of downforce at top speed. This Bugatti Divo will be on display in the class “Supercars: 2000 – Present.” 2017 Pagani Huayra BC This highly optioned Pagani Huayra is one of just 20 “BC” variants, named in honor of loyal Pagani customer Benny Caiola, the first person to buy a Pagani automobile. The BC builds on the already impressive Huayra by increasing power and decreasing weight making for the ultimate road going driving experience money can buy. The 2017 Pagani Huayra BC will be displayed as part of the class “Supercars: 2000 – Present.” 1989 RUF CTR ‘Yellowbird’ Once the world’s fastest production car, the iconic ‘Yellowbird’ will join us at The Amelia in entirely original condition. Capable of an astonishing 211 mph in 1989, the CTR beat the likes of Ferrari and Lamborghini in an all-out speed contest. While it may resemble a Porsche 911, RUF is entirely its own manufacturer and the CTR was their top-of-the-line model in 1989. The CTR will participate as part of the special class dedicated to RUF. 1996 Ferrari F50 The F50 was the flagship supercar built by Ferrari in the mid-’90s. Its Formula 1 derived V12 engine set it apart from its predecessors, the F40 and 288 GTO, while production was limited making it one of the rarest of Ferraris flagship supercars. This F50 was one of just 4 that were delivered new to South Africa and remains in remarkable condition. The F50 will be on display in the class “Supercars: 1980 – 1999.” 1990 Chevrolet Lumina – NASCAR A chance meeting between Rick Hendrick, Paul Newman and a young Tom Cruise led to the iconic film Days of Thunder and the creation of this special car. Loosely based on the founding of Hendrick Motorsports and inspired by the likes of Hendrick himself, Harry Hyde, Tim Richmond, Geoff Bodine, Dale Earnhardt and others, the movie debuted in June 1990 to box office success. Hendrick Motorsports provided the stories and the mountain of cars necessary for filming an action flick – including this very No. 46 City Chevrolet Lumina driven by Tom Cruise. 1938 Bugatti Type 57 Among an exceptional class celebrating the Bugatti Type 57 will be a 3-position convertible with coachwork by Letourner & Marchand. Delivered new to Jean Louis DuMontant in Vermorel, France, the car is as elegant as it is sporty. After decades of French ownership, the Type 57 was purchased by an American enthusiat who raced and won with the car at events in California. Attending The Amelia following a recent restoration, this Type 57 is one of several which will be on display, each with their own story to tell. These and hundreds more world-class road and racing cars will be displayed as part of The Amelia festivities February 29 to March 3. As with any live motoring event, attending vehicles are subject to change. For more information and to purchase tickets, visit AmeliaConcours.com. About Hagerty, Inc. (NYSE: HGTY) Hagerty is an automotive enthusiast brand committed to saving driving and fueling car culture for future generations. The company is a leading provider of specialty vehicle insurance, expert car valuation data and insights, live and digital car auction services, immersive events and automotive entertainment custom made for the 67 million Americans who self-describe as car enthusiasts. Hagerty also operates in Canada and the U.K. and is home to Hagerty Drivers Club, a community of over 800,000 who can’t get enough of cars. As a purpose-driven organization, Hagerty Impact aims to be a catalyst for positive change across the issues that matter most to our teams, our members, the broader automotive community, our shareholders and the planet at large. For more information, please visit http://www.hagerty.com/Hagerty.com or connect with us on Facebook, Instagram, Twitter and LinkedIn. Media Contact: Jeremy Malcolm | jlrmalcolm@hagerty.com SOURCE: Hagerty
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1998 Porsche 911 GT1 ’98 Straßenversion
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[ "" ]
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[ "Nick D", "www.facebook.com", "Supercars.net" ]
2016-04-25T00:07:24+00:00
1998 Porsche 911 GT1 ’98 Straßenversion Aimed at winning Le Mans and complying to European road regulations, the sole 911 GT1 ’98 Straßenversion is a unique singularity in Porsche history. It has all the great hallmarks of successful race car design in an uncompromising road car package. It’s also a good example of the difference between Weissach Porsches and the production cars from Stuttgart. Nobody supported GT1 more exuberantly than the German marques Porsche and Mercedes-Benz AMG. They both prepared […]
en
Supercars.net
https://www.supercars.net/blog/1998-porsche-911-gt1-98-strasenversion/
Aimed at winning Le Mans and complying to European road regulations, the sole 911 GT1 ’98 Straßenversion is a unique singularity in Porsche history. It has all the great hallmarks of successful race car design in an uncompromising road car package. It’s also a good example of the difference between Weissach Porsches and the production cars from Stuttgart. Nobody supported GT1 more exuberantly than the German marques Porsche and Mercedes-Benz AMG. They both prepared radical new cars for the 1998 season of which only one road-going example had to be made. Both German manufacturers understood that the GT1 category was likely to produce tphe overall Le Mans winner in 1998 and they made special versions we call the Straßenversion. As a bonus these cars could reflect their brand pedigree and compete in the FIA GT1 World Championship. Of course, other manufacturer’s like Toyota, Nissan, Panoz and Dauer joined the game and together created a Golden Era of GT1. By 1998, Porsche had already been racing in the GT1 category for two years with much success. They even produced 30 examples of their 1997-spec 911 GT1. At 1.5 million deutschmarks, these cars were 10 times more expensive than the standard 911 Carrera. At the time many considered this the ultimate 911 until the 1998 contender was revealed for the first round of the FIA GT Championship. For 1998, a more focused effort meant redesigning the car in carbon fiber and only producing very limited examples of a more expensive and more sophisticated model. The 1998 version was all new and designed in CAD to be manufactured completely out of carbon fiber. This helped reduce the weight to just 2095 (950 kgs). Power train details were almost exactly the same as previous years, using a twin turbo flat-6 to produce close to 600 bhp. Bob Wallek described the car as completely new and said “The GT’98 has more grip, is easier to drive, conserves the tires, is faster and has a stiffer chassis”. Engineer Herbert Ampferer said “The new GT1 was supposed to slim down by ten percent compared to the old one”. The carbon fiber chassis reduced over 100 pounds and a smaller battery, generator and rear end contributed to this goal.1 FIA regulations mandated the homologation car was to be almost exactly the same as the race car. Porsche started by producing their road-going version then making small changes as necessary to the race versions. Registered BB-GT198, the first GT1 ’98 was the single road-going version. It was built to comply with European regulations such as crash, emissions and noise standards. With a more complete interior, the road-version was nearly 400 lbs heavier than the race version.1 It also had smaller diameter wheels, probably for increased suspension compliance. Naturally the Straßenversion retains all the same components as the race car including the double-wishbone suspension, six-speed sequential gearbox, inner-ventilated disc brakes and a 544 bhp version of the turbocharged engine. It also benefits from the 911 GT1’s dramatic shape that was first drawn up by Anthony Hatter and later refined by Norbert Singer in the wind tunnel. Porsche only moderately modified the interior and added a passenger seat. Eventually Porsche produced only five examples of the GT1 ’98 including the sole road-car. With these cars, Porsche achieved a resounding success, winning the 24 Hours of Le Mans outright. It was a highpoint in the GT1’s career but they continuously lost to Mercedes-Benz AMG at every round of the FIA GT Championship. After the season was over, Porsche withdrew from racing and didn’t embark on another sports prototype until 2006 with the RS Spyder for the LMP2 class. Since its inception, Porsche has retained the sole Straßenversion and has infrequently displayed it at prominent car events like the Goodwood Festival of Speed. Later, this model helped motivate cars such as the Carrera GT, Gemballa Mirage and 9ff GT9. Sources & Further Reading
5251
dbpedia
0
0
https://www.stuttcars.com/porsche-model-research/porsche-supercars/porsche-911-gt1-research/
en
Porsche 911 GT1
https://www.stuttcars.co…T1-007-1600.jpeg
https://www.stuttcars.co…T1-007-1600.jpeg
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2021-01-02T21:34:59+00:00
The ultimate research center for the Porsche 911 GT1. Access to guides, pictures, specs and more. The best way to get to know one of the most iconic supercars made.
en
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Stuttcars
https://www.stuttcars.com/porsche-model-research/porsche-supercars/porsche-911-gt1-research/
The Ultimate Model Guide The GT1 911 Story / GT1 Model Guides / GT1 Tech Specs / Pictures & Videos / News & Updates The post-962 era for Porsche racing was a somewhat weird and tumultuous time. Sanctioning bodies and rules were in flux in both prototype and GT racing. Porsche’s response was to move away from prototypes back toward production-based racing models. Into the GT-sanctioning breach came a group that included Porsche’s own Jürgen Barth, the “B” in the BPR Global GT Series, together with Patrick Peter and Stephane Ratel. The initial rules package was considered loose, and McLaren was the first to take advantage of the situation. Their BMW-powered F1 GTR was unbeatable, and it won the 1995 running of Le Mans. That sent Porsche’s famed Norbert Singer and his experienced engineering squad to the drawing boards. Singer had concise orders: build as fast as possible a car that retains the 911’s soul. While most manufacturers built a road car and then invested to turn it into the track-only cars, Porsche went straight for the race prototype first and production car second. Singer basically took the front end of the 911 993 and mounted it to the rear end of the 962. The whole build was held together by a tubular frame that allowed both mid- and rear-engine positioning. The engine was a 3.2-liter, water-cooled flat-six making around 600 hp, thanks to two KKK turbochargers nicely jammed under the carbon fiber body. Weight came in at 1,050 kilos, which allowed Porsche to fit the 911 GT1 with a larger air intake and bump the horsepower. The 911 GT1 made its debut in 1996 at the Le Mans 24 Hour Race. It placed 2nd and 3rd at Le Mans in 1996 — and won the GT1 class, just one lap down to the winning prototype TWR/Porsche. The GT1 also went on to win the last three BPR Global GT races of the season. The FIA returned to sanctioning GT racing for 1997. Peter and Ratel parted ways with BPR, creating separate smaller national series. Unfortunately, the FIA looked at the Porsche GT1’s performance at Le Mans and those last three BBR races in 1996 and put induction restrictors on the car. FIA also had firmer homologation rules than BPR. No longer would a manufacturer’s promise to build 20 road cars “sooner or later” suffice. At the same time, a new rival was shaping on the horizon: the Mercedes-Benz CLK GTR. In response, Porsche came up with an improved version of the 911 GT1, which added the Evolution suffix. Visual changes included 911 996-style headlights while other tweaks resumed to better aerodynamics and retuned suspension. 1997 didn’t bring the victory for the 911 GT1. Mercedes/AMG and McLaren/BMW dominated GT racing in 1997, although that same Joest-owned TRW-Porsche again won Le Mans as a prototype. At the Sarthe, the updated 1997 Porsche GT1 Evolution finished 3rd and 4th in GT1 (5th and 8th overall) behind McLaren F1s in 1st and 2nd (3rd and 4th overall). What 1997 brought, however, was the 911 GT1 Straßenversion (or Strassenversion, literally ‘street version’ in German). Porsche kept the project’s heart pumping and made massive changes for 1999. Singer and his staff redesigned the GT1. They changed from steel to carbon fiber for the monocoque tub (the body panels were always carbon fiber), reworked the dimensions so they could move the gas tank from the front trunk to the rear bulkhead just ahead of the engine, and they tweaked the suspension and the aerodynamics. Although the Mercedes CLK/GTRs won literally every race in the 1998 FIA GT1 Series, Porsche’s 1st and 2nd overall finishes at Le Mans. The 1998 Strassenversion was a toned down version of the race-ready GT1 as Porsche upped the ground clearance, softened the suspension, slightly detuned engine and gave the car a more friendly interior. Even so, the street version of the GT1 911 was still capable of doing 193 mph and reach 60 mph from a standstill in just 3.7 seconds.
5251
dbpedia
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https://www.rennlist.com/how-tos/slideshows/porsche-911-gt1-proves-to-be-a-hoot-on-public-roads-621724
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Porsche 911 GT1 Proves To Be a Hoot on Public Roads
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[ "" ]
null
[ "Brett Foote" ]
2020-12-15T00:00:00
Porsche 911 GT1 Proves To Be a Hoot on Public Roads...
en
https://www.rennlist.com/how-tos/slideshows/porsche-911-gt1-proves-to-be-a-hoot-on-public-roads-621724
Rare Bird The idea of building a race car for the street is nearly as old as the automobile itself. And yet, while many automotive manufacturers have built homologated racers legal for on-road use, few are as hardcore as the mighty Porsche 911 GT1. This is a car that was slapped together solely to battle the mid-engine Group C competition of the mid-1990s, and 25 road-going examples were produced to satisfy homologation requirements. Recently, Tiff Needell got to sample one of them in the Scottish Highlands. Rare Beast By the conclusion of 1998, Porsche had built 23 left-hand-drive GT1s, and this 1997 model has just over 10,000 miles on the clock today. It's simply an incredible machine, albeit not one designed with many baked-in road manners. Regardless, the GT1 is certainly more reliable than many other homologation specials, and its on-track success makes it even more special. >>Join the conversation about this amazing 911 GT1 right here in the Rennlist Forum! Proper Workout Having competed in Group C racing during its heyday, Needell is already intimately familiar with the mighty GT1. Regardless, he's still admittedly a bit nervous driving the ten million pound ($13 million USD) machine around the wet roads filled with sheep, but that doesn't stop him from giving its mid-mounted, twin-turbo 3.2-liter flat-six a proper workout. >>Join the conversation about this amazing 911 GT1 right here in the Rennlist Forum! Driver Satisfaction Even today, that engine's 554 horsepower and the GT1's subsequent 3.9-second 0-62 mph time are undoubtedly impressive. And when you get on it, as Needell notes, that mighty flat-six produces a "meaningful, punchy sound." The hot shoe also points out that "this is what driver satisfaction is all about." >>Join the conversation about this amazing 911 GT1 right here in the Rennlist Forum! Work Required That's not to say the GT1 doesn't require some work to operate. The seat was designed to hold its driver in place, not provide favorable ergonomics. Needell also notes that the clutch is "very heavy," the brake pedal "is like a brick wall," and yet, the steering is "light and positive." >>Join the conversation about this amazing 911 GT1 right here in the Rennlist Forum! Different Gearbox As for the unique synchromesh gearbox, Needell notes that it isn't like most racing transmissions that are quick and precise. In fact, it requires a bit of patience to operate, but that was by design - this gearbox was built to withstand the abuse it would endure in a 24-hour race, and that's exactly what it did. >>Join the conversation about this amazing 911 GT1 right here in the Rennlist Forum! Going Wild As one might imagine, the GT1's ride quality is rough, yet it provides ample amounts of feedback. The best way to drive it is with a relaxed grip, and "to let it do what it wants," as Needell notes. "This is where it belongs - out in the wild, going wild" the hot shoe concludes. What I really love about cars like this is that when you're doing 60 miles-per-hour, it feels like you're doing 160." Perhaps one day, we too will be lucky enough to experience that magic on public roads. >>Join the conversation about this amazing 911 GT1 right here in the Rennlist Forum! For help with maintenance and repair projects, please visit our how-to section of this forum. NEXT BACK
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dbpedia
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https://news.dupontregistry.com/news/watch-porsche-911-gt1-driving-italy/
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Watch A 1-of-25 Street-Legal Porsche 911 GT1 Driving In Italy
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[ "" ]
null
[ "Tyler Rampersaud" ]
2023-05-30T20:06:16+00:00
This ultra-rare 90s legend is an incredible sight.
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https://news.dupontregistry.com/wp-content/uploads/2023/09/favicon-1.ico
duPont REGISTRY News
https://news.dupontregistry.com/news/watch-porsche-911-gt1-driving-italy/
The 1990s was an incredible era with legendary supercars coming straight from the race track and onto the roads. The GT1 class of racing set forth rules that required manufacturers to make street-legal cars along with the track-only race cars to adhere to homologation rules, which meant that in order for manufacturers to save costs, they often kept the production numbers incredibly low and made as few of these supercars as they needed to: 25 total, including prototypes. As a result, all of these hallowed supercars are incredibly rare and celebrated, and the Porsche 911 GT1 Straßenversion is one of the greatest examples, rare, iconic, and decorated with racing achievements. Made in a production run of just 25 cars including the prototypes, the Porsche 911 GT1 Straßenversion is a stunning piece of racing and automotive history, and while it wouldn’t be surprising to see a car like that kept meticulously in a garage, this beautiful silver example is seen in this new video from YouTube channel Varryx out and about, driving to appear at the Concorso d’Eleganza Villa d’Este in Lake Como, Italy. Seeing one of these cars at all is a once-in-a-lifetime experience, but seeing one be driven is even rare and more spectacular. View All Porsches For Sale Sources: Varryx via YouTube
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dbpedia
1
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https://thecarsafe.com/2021/10/26/rare-porsche-911-gt1-road-car-still-looks-amazing-after-all-these-years/
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Rare Porsche 911 GT1 Road Car Still Looks Amazing After All These Years
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[ "" ]
null
[ "admin" ]
2021-10-26T00:00:00
https://youtu.be/pWLtmRZyz6Q Thanks to motorsport series such as the GT1, we have some of the greatest, most powerful, and fastest road-legal cars ever made. Such is the case with the Porsche 911 GT1, which was originally designed as a race car but the Stuttgart-based automaker had to assemble 25 cars for road use for homologation purposes. […]
en
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The Carsafe
https://thecarsafe.com/2021/10/26/rare-porsche-911-gt1-road-car-still-looks-amazing-after-all-these-years/
Thanks to motorsport series such as the GT1, we have some of the greatest, most powerful, and fastest road-legal cars ever made. Such is the case with the Porsche 911 GT1, which was originally designed as a race car but the Stuttgart-based automaker had to assemble 25 cars for road use for homologation purposes. Before that, however, two prototypes were built and the German Federal Ministry of Transport, Building, and Urban Development tested them for compliance with the laws. One of these two prototypes was later acquired by Bahrain-based private car collector Khalid Abdul Rahim, and this particular car recently visited the 2021 Concorso d’Eleganza Villa d’Este where it was filmed by Automotive Mike. Just like the first prototype, this car featured 911 (993) style headlights, as opposed to the rest of the production run, which was equipped with more modern 911 (996) style headlights. In fact, the headlights were among the few components shared between the 911 and the 911 GT1, despite the similarity of the names. The road-legal versions – called 911 GT1 Straßenversion literally meaning a road-going version – had a slightly detuned version of the race car’s 3.2-liter twin-turbocharged flat-six engine. The six-cylinder engine delivered a peak output of 536 horsepower (400 kilowatts) at 7,200 rpm and 443 pound-feet (600 Newton-meters) of torque at 4,250 rpm. The car had a great performance, especially if you consider the era it was constructed and built. On paper, the 0-62 miles per hour (0-100 kilometers per hour) acceleration took 3.9 seconds, and Germany’s Auto motor und sport magazine managed to achieve this result in a test it conducted back in 1997. The top speed the journalists reached was 191 mph (308 kph) which, again, matched what the automaker claimed. Source: Motor1.com
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dbpedia
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https://models118.com/new-models/porsche-911-gt1-street-car-silver-ut-models-1-18
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Porsche 911 GT1 Street Car Silver 1
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Discover the sleek Porsche 911 GT1 Street Car in Silver by UT Models 1/18. This NEW metal model from 1997 features openable elements and comes with packaging. Perfect for collectors of new models!
en
https://models118.com/img/favicon.ico?1676639507
Models118.com Car Model Shop
https://models118.com/new-models/porsche-911-gt1-street-car-silver-ut-models-1-18
The thrill of Porsche's legendary racing heritage comes alive in the 1/18 scale model of the 911 GT1 Street Car Silver UT Models. This meticulously crafted miniature is a must-have for any enthusiast of the iconic brand. With its precise attention to detail and exceptional quality, this metal-made model embodies the spirit of Porsche's dedication to innovation and performance. UT Models has successfully captured the essence of the 1997 Porsche 911 GT1 Street Car, recreating its sleek design and captivating features in a stunning 1/18 scale. The model's intricate details, including its smooth metal body and precision-engineered components, showcase the craftsmanship of UT Models' skilled artisans. As a collectible item, this model offers an unparalleled level of authenticity, making it a valuable addition to any Porsche enthusiast's collection. The model's openable elements, such as its doors and hood, allow for a deeper exploration of its inner workings, providing an immersive experience for fans of the brand. With its striking silver finish and robust packaging, this 1/18 scale model is a breathtaking representation of the Porsche 911 GT1 Street Car. This exceptional collector's item is a testament to UT Models' commitment to quality and precision, making it a must-have for any Porsche aficionado. Key Features:
5251
dbpedia
3
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http://www.racingcardraws.com/product/porsche-911-gt1-98-n-26/
en
98 n.26 Winner 24 Hours of Le Mans 1998
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2017-12-31T11:33:14+00:00
Laurent Aiello, Allan McNish and Stephane Ortelli at the wheel of the Porsche 911 GT1-98 n.26 winner the 24 Hours of Le Mans 1998
en
http://www.racingcardraws.com/wp-content/uploads/2018/04/cropped-favicon-2-32x32.jpg
Racing Car Draws
http://www.racingcardraws.com/product/porsche-911-gt1-98-n-26/
Description PORSCHE 911 GT1-98 n.26 DOWNLOAD By purchasing the Image Porsche 911 GT1-98 n.26. You will receive an email with the link to download the image. Once purchased this will always be available in your account. HISTORY The Porsche 911 GT1-98 is a car that participated at the 24-hour Le Mans in 1998. The car designed by Norbert Singer made his debut at Le Mans in 1996, where he won the GT1 class victory but not the overall victory. The 911 GT1 was equipped with a six-cylinder boxer. Laurent Aiello, Allan McNish and Stephane Ortelli at the wheel of the Porsche 911 GT1-98 n.26 winner the 24 Hours of Le Mans 1998. Second arrived the Porsche 911 GT1-98 n.25 with Jorg Muller, Uwe Alzen and Bob Wollek while in third position the Nissan R390 GT1 n.32 with Aguri Suzuki, Kazuyoshi Hoshino and Masahico Kageyama. The race of the Porsche was very regular, knowing that being slower than the adversaries took advantage of the technical problems of the very fast Toyota Gt-One, the Mercedes CLK-LM and the BMW. In 1999 the FIA ​​decided to abolish the GT1 class and the Stuttgart home abandoned the endurance races. CHASSIS Porsche 911 GT1-98 Designed: Norbert Singer Composite fibre construction made of carbon fibres with a honeycomb Length: 4890 mm Width: 1990 mm Height: 1140 mm Suspension front: Double wishbones, push-rod actuated coil springs and dampers, anti-roll bar Suspension rear: Double wishbones, push-rod actuated coil springs and dampers, anti-roll bar Brakes: Carbon Fibre Discs Tyres: Michelin ENGINE Porsche M96/80 B6 3198 cc F6 Bi-turbo Power: 456 kW Drive Type: Rear wheel drive Transmission: Porsche six speed sequential manual. Fuel brand: Mobil 1 Fuel Type: Petrol Tank Capacity: 100 lt RESULT Winner 24 hours of Le Mans 1998 with drivers Laurent Aiello, Allan McNish, Stephane Ortelli
5251
dbpedia
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https://www.carscoops.com/2018/03/porsche-911-gt1-strasenversion-another-unjustly-forgotten-1990s-supercar/
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The Porsche 911 GT1 Straßenversion Is Another Unjustly Forgotten 1990s Supercar
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[]
[]
[ "" ]
null
[ "Joel V. Patel" ]
2018-03-18T20:57:16-04:00
Built with endurance regulations in mind, the 911 GT1 was a thinly disguised racer
en
https://www.carscoops.co…52-1-150x150.png
Carscoops
https://www.carscoops.com/2018/03/porsche-911-gt1-strasenversion-another-unjustly-forgotten-1990s-supercar/
Watching Jay Leno drive around in a Jaguar XJR-15 the other day brought to mind other ‘90s supercar that has been greatly overlooked among all the McLaren F1s, Ferrari F40s, Jag XJ220s and Porsche 959s that were all the rage back then. And, like the 959, it also comes from Weissach. When you think of mid-engine Porsches, the Carrera GT is usually the vehicle that comes to mind. While that vehicle will go down as one of the best Porsches ever made, there’s an even more hardcore supercar in the German brand’s history: the 911 GT1 Strassenversion. Back then, automakers were required to build a certain number of road-going vehicles in order to be eligible for competing in endurance races such as the 24 Hours of Le Mans. The 911 GT1 was made in 1996 and was Porsche’s entry in the FIA GT Championship. Unlike some automakers that built their road cars and then modified them for street use, Porsche did it the other way round, building a road-legal racer from the outset. In order for the 911 GT1 to compete on the track, Porsche built roughly 25 911 GT1 Strassenversion coupes. The extremely limited quantity probably had something to do with keeping the vehicle below the radar. And the fact that the models were almost as hardcore as the track-only vehicles probably didn’t help their case either, nor did the fact that the factory didn’t exactly promote it like it did with the Carrera GT, for example. As its name implies, the Strassenversion was tuned towards street use. The car featured an increased ground clearance, softer suspension, different gearing and engine tune, and steel brakes. All of this made it easier to live with. Easier than a full-blown racer, that is, because it still was as hardcore as they got. In the middle of the vehicle sits a 3.2-liter twin-turbocharged flat-six that generates 544 hp. With its powerful engine and racing-inspired design, the 911 GT1 Strassenversion will rocket to 60 mph (96 km/h) in just 3.7 seconds and has a top speed of 192 mph (309 km/h). That’s not as quick as a 918 Spyder, but it’s still more than enough for road use. Plus, you have to remember that the two are separated by two decades of evolution. The 911 GT1 Strassenversion might not be as pure as the Ferrari F40 nor as fast as the McLaren F1, but it’s more exclusive than either. And yet, it is overshadowed by both; heck, even the 959 got more Press, as it was Porsche’s futuristic take on the supercar, while the 911 GT1 was a classic take on a familiar recipe. To get a look on the road-going Le Mans racer and hear the fabulous flat-six, check out the videos below. VIDEO Image credits: Darin Schnabel 2012 Courtesy of RM Auctions
5251
dbpedia
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https://www.supercars.net/blog/video-porsche-911-gt1-evo/
en
VIDEO: Porsche 911 GT1 EVO
https://www.supercars.ne…T1-EVO-Video.png
https://www.supercars.ne…T1-EVO-Video.png
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[ "Nick D", "www.facebook.com", "Supercars.net" ]
2020-04-24T13:09:49+00:00
There's no doubt about it: the 911 GT1 EVO is still one of the best looking Porsches ever made and one of the least understood cars from Porsche.
en
Supercars.net
https://www.supercars.net/blog/video-porsche-911-gt1-evo/
There’s no doubt about it: the 911 GT1 EVO is still one of the best looking Porsches ever made and one of the least understood cars from Porsche. This video features not only the famous ‘Playstation’ model, but also the Straßenversion and the actual car that won the 24h of Le Mans in 1998, which is called 911 GT1-98 Le Mans. All of them came powered by a twin-turbo boxer flat-six engine with around 550 horsepower! Only Mclaren F1 GTR Long Tail and Mercedes-Benz CLK GTR could match it in the day.
5251
dbpedia
1
5
https://stanceworks.com/2021/02/in-the-presence-of-a-legend-the-porsche-911-gt1-at-e-motion-engineering/
en
In the Presence of a Legend – The Porsche 911 GT1 at E
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https://stanceworks.com/…icon-120x120.jpg
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en
https://stanceworks.com/…icon-120x120.jpg
https://stanceworks.com/2021/02/in-the-presence-of-a-legend-the-porsche-911-gt1-at-e-motion-engineering/
There’s no brand on earth with a name more instilled in the spirit racing than Porsche. Argue if you must, but their track record will back up such magnificent claims. From Le Mans wins to Nurburgring records, and from IMSA championships to cup racing, Porsche runs the gamut as an indisputable victor, forging ahead with a mission to build the best cars — both for the track and the street — that they possibly can. In fact, it’s this very mindset that brings us the 911 GT1: the ultimate rendition of the iconic 911 platform, built to take on the likes of the McLaren F1 and the Ferrari F40 in what eventually became the FIA GT Championship. Of its 135 races following a debut at the 1996 24 Hours of Le Mans (where it finished 2nd and 3rd overall, and 1st and 2nd in class), the GT1 went on to win 47 in total, proving itself to be a formidable competitor in the field of legends like the McLaren F1 GTR that won in 1996, and the Mercedes CLK GTR that took the championship in 1997. While the GT1 never managed to claim a championship title, its final version, the GT1-98, claimed a then-record-breaking 16th overall victory at the 24 Hours of Le Mans, cementing itself in history as a true legend of motorsport. The Gt1 was born from Porsche’s desire to return to top-tier sports car racing, which, by the mid 1990s, had found a real sense of momentum. The BRP Global GT series had been born as replacement for the World Sportscar Championship which had come to an end in 1992, and ran from 1994 through 1996 before being rebranded as the FIA GT Championship. By the time the BRP series had kicked off, though, Porsche’s 962 was old news, having been introduced a decade earlier in 1984. Thus, Porsche needed a new car, something built from the ground, up. While the GT1 visually shares its DNA with the road-going 911 counterpart, the flesh and bones that lie beneath its carbon-fiber skin share little in common with the car found in many garages across the globe, the only thing is that fast cars sometimes have accidents, so having resources as Brisbane Car accident lawyers could be helpful in case anything happen. The GT1’s front end retains some 993 sheet metal and geometry, but borrows its back half from the 962, and is mated together with an extensive tube chassis and lots of carbon fiber. Under the massive rear clamshell is a 3.2-liter four-valve engine which was also derived from its predecessor. The 3.2 was paired with two turbos and Bosch fuel injection and mounted midship, pumping out nearly 600 horsepower in a car that weighed right around 1,000kg. The numbers are impressive on paper, but were proven in reality when the GT1 posted a top speed of 205 miles-per-hour on the famed Mulsanne Straight during the practice sessions for the 1996s running of the 24 Hours of Le Mans. If you need to change the injection of your vehicle, Stanadyne injection pumps for sale, new and rebuilt will be the solution for you. The GT1 saw a few evolutions through its stint in racing: the earliest version, the one before us now, wore the headlamps and tail lamps of the contemporary 993, then in its final year of production. For the 1997 series, the car was updated with 996 aesthetics and new aerodynamic properties, yielding even more performance than before. This rendition of the car was fittingly referred to as the GT1 Evolution. In 1998, the GT1-98 was born, this time with all new bodywork in an effort to compete with the Toyota GT-One and the Mercedes CLK-GTR. A sequential gearbox was fitted along with fuel injection changes. Perhaps the most interesting variant, though, is what is known as the Straßenversion. BRP Global GT and FIA GT rules require that road-going variants of the competition cars be sold to the public, and for this reason, Porsche was tasked with homologating the GT1: a street version was required if Porsche was to compete on a global level. The Straßenversion (street version) was born, and while mildly detuned to meet emissions regulations, was otherwise a race-ready counterpart to the GT1 Evolution. Porsche built 23 street cars, sold at a price of nearly $1,000,000, to allow their 18 race cars to compete. Today, we’re blessed with the presence of one racing example, currently in for work at E-Motion Engineering in Costa Mesa, California. Worth some $14,000,000 or so today, it’s an incredible piece of motorsports history, and now, you’re able to enjoy it too.
5251
dbpedia
2
45
https://www.roadandtrack.com/motorsports/reviews/a28461/champion-racing-porsche-911-gt1/
en
Porsche's 911 GT1 Is What Happens When You Merge a 993 and a 996
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[]
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[ "Automotive" ]
null
[]
2016-03-15T19:52:50
We drove the Champion Racing Porsche 911 GT1, an unexpected frankenstein race car of two generations of 911.
en
/_assets/design-tokens/roadandtrack/static/images/favicon.2bfb017.ico
Road & Track
https://www.roadandtrack.com/motorsports/reviews/a28461/champion-racing-porsche-911-gt1/
From the September 1998 Issue of Road & Track TURN SIGNALS? CHECK. Power mirrors? Check. Power-assisted steering, brakes and ABS? Check, check, check. Cupholder? Need you ask? Once upon a time, the phrase "racing improves the breed" meant exactly that. Amidst the dust kick-up of hard-knuckled race weekends, technologies were sometimes uncovered that just might be useful on the drive home. Things like aerodynamic downforce, wider tires and disc brakes were sweated out, made to work, by guys with thin lines of grease beneath their bitten fingernails in the hectic pits of Le Mans, Monaco, and Indianapolis. So what's all this production-car accessory fluff doing on a real racing car, a Porsche 911 GT1, campaigned by Pompano Beach, Florida's highly successful Champion Racing team? Power mirrors? A cupholder? Why, these are Option Box items for families with soccer balls rattling in the trunks. Well, not anymore. Welcome to the era of the two-way street in racing-car design. Increasingly, ideas are circulating both ways, back and forth between the worlds of creature-comfort production cars and no-nonsense racing hardware. And old-hand Porsche knows well that little features like power assisted steering can make for a faster endurance racer. "To be competitive in a long-distance race," explained our driver of the day, Steve Millen, after sampling the GT1 on a few exploratory laps around Central Florida's Moroso Park Race­ way, "it is very important to not only have reliability in the mechanical components, but in the driver too. "After all, the advantage of an aerodynamic or mechanical tweak that gains you 0.1 second per lap isn't of much use if the driver is losing 0.5 sec. late in the race because the car causes strain or is uncomfortable." While Porsche's new higher-tech, purebred racer, the GT1-98 (which just won Le Mans), has eclipsed this car on the world sports-car racing stage, the machine you're looking at is still worth some lengthy automotive meditation. At the risk of provoking hostile letters (or e-mails, or negative telepathic energy), I'll even argue that it's the ultimate cross-pollination between road and track. Follow me here: Under the rules it's been built to, Champion's GT1 is based upon a saleable road-legal ver­ sion, literally engineering-in a road- car/race-car connection that you don't have to scratch too deep to expose. Admittedly, Porsche's million-dollar road-going GT1s roll on the fringe of what's sane to drive on public highways. But aiming a GT1 from, say, Stuttgart through the Alps to Monaco, isn't a completely nutty idea (as it would be in an FI, CART or IRL car—even if it were legal). Last Sep­tember, Paul Frere drove one of the early road versions and concluded, "Driveability is probably the most as­tonishing feature...the engine is a model of tractability, readily pulling away from 900 rpm (about 25 mph) in 6th without protest." Compared to the car Paul drove, Champion's racer is termed an Evo (evolution) version, carrying aerodynamically updated bodywork, meaning a Boxster/new 911 (996) look to its headlights and nose, and a resculpted tail. In person, it strikes you as consid­erably more compact and tense than photos suggest. Beneath its rippling sweeps of white-painted carbon-fiber-and-Kevlar bodywork is an oddball blend of old and new 911 vital organs; many of them virtually off-the-shelf street­ car components, things you might nonchalantly order at a Porsche parts counter. For instance, the aforementioned electric mirrors and steering rack are essentially production compo­nents; the transaxle is a strengthened version of the 996's (although flipped around what with the GT1's engine being installed ahead of the rear axle). The flat-6 engine's fundamentals hail from the 996 as well (albeit in more oversquare, higher-revving, 3.2-liter form), meaning it's water-cooled with four valves per cylinder (although the heads bear significant resemblance to those of a 935 racer's). And in antici­pation of the 996 Turbo, it's twin-turbocharged (with air-to-air intercoolers) and capable of twisting out maybe 750 bhp (at least briefly), although 600 or so is what's commonly asked of it in its North American GT racing forays. While its drivetrain comes from the 996, much of the GT1's chassis is cribbed from the old 911 (the 993)— including the steel structure forward of the driver, and the carbon-reinforced A-pillars that frame a 993 Speedster's windshield glass. Stand back and trace the car's silhouette, and you'll feel the tiny muscles around your eyes slightly tense at the incongruence of a 996's nose blending into a 993's roof and then to its wind-tunnel-dictated after­ body. Visually, the car's forward half is like a 911 mini-history lesson. A hy­brid offspring of two generations of Porsche parents. Some of the GT1's embrace of pro­duction parts is levelheaded, Porsche practicality. For instance, employment of the stock-based forward structure allowed Stuttgart to detour the messy business of crash certifying a whole new chassis. Likewise, the turbocharg­ing hardware is traceable to the old 935 (why reinvent the wheel—or in this case, the impeller?). Yet elsewhere, where it really matters, state-of-the-art reigns—most notably in the TAG electronic engine-management system and multi-piston Brembo carbon-on-carbon brakes (with ABS). For an on-track comparison, the Champion team brought along a can­dy-store-red, stock 996 (easy to do if you're the country's largest Porsche dealer, as Champion is). Millen slid into its leather driver's seat, clicked the door closed and whistled off for several laps of Moroso. Pulling in, the 911 smoothly braked to a stop and was switched off. So how similar are the two cars to drive? "Not very much, to be honest," Steve replied with a sheepish grin, nonchalantly climbing out of the pro­duction car. Surprisingly, Millen felt the GT1 was actually easier to drive than the stock 911, despite hitting 165 mph on the back straight. My notepad loosened in my fingers; that crashing sound you hear is a street/track premise collapsing like the Tacoma Narrows Bridge. Actually, it's a good lesson in how the influence of firmer spring and shock rates, solid bushings and, most important, serious aerodynamics and racing tires (Michelins, in this case) virtually erases the personality parallels you'd expect from cars emerging from a common gene pool. All right, then, how different are they? Moroso's a pleasant, sinuous road course.But it's also an unusual place— partly for its notorious lake (where two drivers have perished), partly for its setting, notably the peacocks that like to parade the grounds. Interesting. But what I found more interesting were the drag strip and skidpad. Steve settles into the GT1 and stares down the drag strip for a mo­ment. The car's key (an ordinary 911 piece) is inserted in its customary, left-of-the-steering-wheel ignition switch. The whole rear of the car erupts in a frenetic, taut noise that doesn't settle down. Air hisses into the overhead scoop to feed the inter­coolers and turbos, the block vibrates with the action of hundreds of quick mechanical tasks performed inside. The exhaust pants hoarsely. Then, fluidly, the GT1 suddenly snakes away, painting parallel black tire streaks toward the horizon and posting a 0-60 time of 3.4 sec., the quarter mile in 10.9 sec. at nearly 140 mph. With half the horsepower and one-sixth more weight, the stock 911 can manage 60 mph in 5 sec. (or a lit­tle less). Under braking from 60 mph, the Champion car clipped 36 ft. off the production car's distances (that's 27 percent shorter). Around the skid­ pad, it's race car, 1.07g; road car, 0.91g (although obviously, at higher speeds, the difference would dramatically grow because of the effect of aerodynamic downforce). But it's the car's ease at going fast around the course that most impresses Millen: "Some race cars, you have to constantly fight; this has none of that. It has a nice, broad powerband; initially I was using lower gears, but now I'm staying in the higher ones because it pulls so strongly from 4000 rpm right to redline (7600 RPM)." And like a good racing car, it's highly sensitive to adjustment. After the mechanics raise the front suspen­sion 3 mm to better clear a small bump on the front straight, Millen immediately notices the altered han­dling. "Before, it was understeering mid-corner to exit, which was quite nice. Now it's understeering even as you go in." And the ABS? "At first it seemed a little odd. But after experimenting a bit, I found I could get into the corner a little too deep and the ABS would bail me out without flat- spotting the tires." While Steve lapped, I noticed a few stopwatches being clicked. A nice compliment. Soon, though, the stopwatches may cease recording the lap times of readable race cars the likes of the mighty GT1. And that's a shame, because the Porsche is a genuine throwback to the likes of Bugatti's Type 35s and Ferrari's GTOs. Machines that were amongst the world's fastest racing cars—yet were not delicate pieces of racing china that needed to be placed carefully back on the shelf when the race was over. The Champion GT1 could, when its racing career ends, live another life (and enrich ours) by being converted for road use, crossing that barrier that separates us from the in­creasingly abstract world of racing—a realm we are layer by layer more insu­lated from by catch fencing and made-for-TV racing specials. With Le Mans relaxing its requirement that manufacturers build batches of roadworthy ver­sions of its racing entrants, sadly, it's a type we may not see again. 1997 Champion Racing Porsche 911 GT1 Spec Sheet
5251
dbpedia
1
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https://supercars.agent4stars.com/property/porsche-gt1-911-993-996-for-sale-produced-in-1996-1998/
en
Porsche GT1 911 (993-996) for sale. Produced in 1996/1998
https://supercars.agent4…Z99ZWS396005.jpg
https://supercars.agent4…Z99ZWS396005.jpg
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Street-legal version Regulations for the GT1 category stipulated that to be eligible, a total of 25 cars must be built for road use. Porsche developed a fully road-legal version, dubbed
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Porsche GT1 (911 – 996) for sale, race cars and street legal (Strassenversion) Porsche GT1 911 Street Legal for Sale! 🚗💨 Looking for the ultimate street-legal racing machine? Look no further than the Porsche GT1 911, now available for sale. With only 25 road cars produced between 1996 and 1998, this rare gem is a true collector’s dream. 💎 Regulations stipulated that to qualify for the GT1 category, a total of 25 road cars must be built. Porsche rose to the challenge and developed the fully road-legal “911 GT1 Strassenversion.” This beast boasts a powerful engine, pumping out 700 PS (about 692 hp) and weighing in at just 1,100 kg (2,425 lb). 🏁 Acceleration? Check. The GT1 can hit 100 km/h (62 mph) from a standstill in a mere 3.3 seconds. Top speed? A blistering 378 km/h (235 mph). 🔥 In 1998, Porsche introduced the 996 GT1, featuring the iconic 996 front lights. These models are a testament to Porsche’s commitment to innovation and performance. Don’t miss your chance to own a piece of automotive history. Contact [email protected] to make this adrenaline-pumping dream a reality! 📧 Review The Porsche 911 GT1, a racing legend turned street-legal marvel, emerges from the crucible of GT sports car racing regulations. 🌟 This automotive masterpiece, born from the relentless pursuit of victory, blends the aggressive prowess of a Le Mans racer with the refined elegance of a road-going supercar. 🏁 At its core, the 911 GT1 represents Porsche’s unwavering commitment to performance and innovation. 🚀 With its distinctive blend of power and precision, it commands the track with the same authority it exhibits on the open road. 🛣️ Stepping into the cockpit of the GT1 is akin to entering a realm where adrenaline flows freely and boundaries blur between man and machine. 🏎️ The visceral experience, characterized by its raw power and razor-sharp handling, ignites the senses and leaves an indelible mark on all who dare to tame it. 💥 Yet, amidst its ferocious demeanor, the GT1 retains a sense of familiarity, paying homage to its iconic 911 lineage. 🚗 From the familiar dash to the supple leather seats, every detail exudes the timeless charm of Porsche craftsmanship. ✨ However, make no mistake – the GT1 is not merely a road car masquerading as a racer. 🏎️ It is a thoroughbred machine, honed on the crucible of competition and bred for the podium. 🏆 In the end, the Porsche 911 GT1 transcends mere automotive engineering. 🌟 It embodies the spirit of racing – the relentless pursuit of excellence, the quest for victory, and the unyielding passion for performance. 🏁 004 to 023 WP0ZZZ99ZWS396005 Recent sales 03.2017 $5.7 million for the #1998 #911 #GT1 Porsche at Gooding & Company 2017 Amelia Island Auctions chassis WP0ZZZ99ZWS396005 (same car sold 2012 for $1,175,000 ex.Don Wallace) The #Ultimate #Porsche #Supercar; One of Only 20 Examples Built #Street Version of the #Legendary Le Mans-#Winning 911 GT1 Highly Original Example in Iconic #Arctic #Silver over #Black Color Scheme ..3,164 CC DOHC Type M96/83 Flat 6-Cylinder #Engine #Bosch Motronic M5.2 #Fuel #injection MARCH 16, 2016 One of just fourteen 911 GT1s held in public hands, chassis number GT1 993-117 won the Canadian GT Championship three years running, and is the only GT1 Evo that was ever registered for use on public roads. 2012 1998 Porsche 911 GT1 Straßenversion WP0ZZZ99ZWS396005 – sold for $1,175,000 One of 25 examples produced. The only example known to be imported into the United States. Homologated roadgoing street version of the 1997 911 GT1 Evolution Race Car. WP0ZZZ99ZWS396002 owner Porsche AG WP0ZZZ99ZWS396003 owner Porsche AG WP0ZZZ99ZWS396004 WP0ZZZ99ZWS396005 SILVER WP0ZZZ99ZWS396006 WP0ZZZ99ZWS396007 WP0ZZZ99ZWS396008 WP0ZZZ99ZWS396009 for sale white WP0ZZZ99ZWS396010 YELLOW now BLUE WP0ZZZ99ZWS396011 WP0ZZZ99ZWS396012 WP0ZZZ99ZWS396013 WP0ZZZ99ZWS396014 WP0ZZZ99ZWS396015 WP0ZZZ99ZWS396016 WP0ZZZ99ZWS396017 MAT SILVER WP0ZZZ99ZWS396018 WP0ZZZ99ZWS396019 WP0ZZZ99ZWS396020 WP0ZZZ99ZWS396021 WP0ZZZ99ZWS396022 WP0ZZZ99ZWS396023 WP0ZZZ99ZWS396024 WP0ZZZ99ZWS396025 Chassis Engine Year Group First owner Next owners (year) Comment 993-GT1-001 Porsche 1996 GT1 Porsche AG Used as a test car and now (2000) in the Porsche museum. 993-GT1-002 Porsche 1996 GT1 Porsche AG 993-GT1-003 Porsche 1996 GT1 Porsche AG => Klaus Bytzek (2/1997) Crashed by Bytzek at Road Atlanta 1998. Then he raced it in the Canada GT Challenge Cup and took the championship the same year. Later used as a back-up car. 993-GT1-004 Porsche 1997 GT1 Porsche AG => Klaus Bytzek (2/1998) Raced in the FIA GT by the factory and then by Rohr Racing at 24 hours of Daytona in 1998. Since, the car was raced in the Canada GT Challenge Cup and took the championship in 1998 and 1999. 993-GT1-005 Porsche 1997 GT1 Porsche AG => Champion Porsche (11/1997) USRRC GT1 champion in 1998, raced in ALMS in 1999. 993-GT1-006 Porsche 1997 GT1 Porsche AG => Rohr Motorsport (1998) 993-GT1-101 Porsche 1997 GT1 JB Racing (J. P. Jabouille) => G-Force Strandell (7-8/1997) 993-GT1-102 Porsche 1997 GT1 Schübel Engineering => Roock Racing (6/1997) 993-GT1-103 Porsche 993-GT1-104 Porsche 1997 GT1 Kremer Racing => Millenium Motorsport (1998) => G-Force Motorsports (1999) 993-GT1-105 Porsche 993-GT1-106 Porsche 1997 GT1 BMS Scuderia Italia In 2000 for sale still owned by Scuderia Italia. 993-GT1-107 Porsche 993-GT1-108 Porsche 1997 GT1 Roock Racing => Rohr Corp. (7-8/1997) => Joel Reiser (7/1998) Reiser used it in the Canada GT Challenge Cup in the second half of 1998. In 2000 advertised for sale. 993-GT1-109 Porsche 1997 GT1 Konrad Motorsport => JB Racing (7-8/1997) Perhaps there were also 993-GT1-008 and 993-GT1-117 but since they are a bit out of order, they are subject to be confirmed. Porsche 911 GT1-98: Chassis Engine Year Group First owner Next owners (year) Comment GT1/98-001 Porsche 1998 GT1 Porsche AG Apparently raced at Petit Le Mans. GT1/98-002 Porsche 1998 GT1 Porsche AG Raced in 1998 FIA GT Championship and Le Mans 24 Hours. GT1/98-003 Porsche 1998 GT1 Porsche AG Raced in 1998 FIA GT Championship and Le Mans 24 Hours. GT1/98-004 Porsche 1998 GT1 Zakspeed Racing Raced in 1998 FIA GT Championship. Failed to prequalify for Le Mans 24 Hours 1998. GT1/98-005 Porsche 1998 GT1 Zakspeed Racing {written off} Raced in 1998 FIA GT Championship. Failed to prequalify for Le Mans 24 Hours 1998. Written off at Homestead by end of the season. Porsche 🚗, GT1 🏁, sale 💰, 1998 📅, Strassenversion 🏠, DK Engineering 🛠️, Carscoops 🚗💬, Elferspot 🏁🔍, Car and Driver 🚗👨‍💼, Classic.com 🏆, Motor1.com 🚗📰, F1rst Motors 🏎️, Classic Driver 🏎️💼, auction 🔨, James Edition 💼, BTC Auction Cars 💰, elferspot.com 🔍💰, marketplace 🛒, rare 🔍, 993 📅, race car 🏎️, evo 🔄, evolution 🔄, le mans 🏁, 996 📅, carrera 🏎️, horsepower 🐎, torque ⚙️, top speed 🚀, listing 📝, buy 💰, sell 💵, dealer 🤝, price 💰, top rated ⭐, sports cars 🏎️, collector’s cars 🚗🏆, under 50,000 💵, USA 🇺🇸, 2023 📅, Porsche 911 GT1 Strassenversion 🚗, DK Engineering Porsche GT1 🛠️, Porsche GT1 auction 💰, Porsche GT1 price 💵, Porsche GT1 top speed 🏎️, Porsche GT1 race car for sale 🏁, Porsche GT1 horsepower 🐎, Porsche 993 GT1 for sale 🏎️, Porsche GT1 RS 🚘, Porsche GT1 2023 📅, Porsche GT1 market 📈, Porsche GT1 specs 🛠️, Porsche GT1 history 📜, Porsche GT1 review 📝, Porsche GT1 performance 🏁, Porsche GT1 design ✏️, Porsche GT1 interior 🛋️, Porsche GT1 exterior 🚗, Porsche GT1 features ⚙️, Porsche GT1 modifications 🛠️.
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https://stanceworks.com/2021/02/in-the-presence-of-a-legend-the-porsche-911-gt1-at-e-motion-engineering/
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In the Presence of a Legend – The Porsche 911 GT1 at E
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https://stanceworks.com/2021/02/in-the-presence-of-a-legend-the-porsche-911-gt1-at-e-motion-engineering/
There’s no brand on earth with a name more instilled in the spirit racing than Porsche. Argue if you must, but their track record will back up such magnificent claims. From Le Mans wins to Nurburgring records, and from IMSA championships to cup racing, Porsche runs the gamut as an indisputable victor, forging ahead with a mission to build the best cars — both for the track and the street — that they possibly can. In fact, it’s this very mindset that brings us the 911 GT1: the ultimate rendition of the iconic 911 platform, built to take on the likes of the McLaren F1 and the Ferrari F40 in what eventually became the FIA GT Championship. Of its 135 races following a debut at the 1996 24 Hours of Le Mans (where it finished 2nd and 3rd overall, and 1st and 2nd in class), the GT1 went on to win 47 in total, proving itself to be a formidable competitor in the field of legends like the McLaren F1 GTR that won in 1996, and the Mercedes CLK GTR that took the championship in 1997. While the GT1 never managed to claim a championship title, its final version, the GT1-98, claimed a then-record-breaking 16th overall victory at the 24 Hours of Le Mans, cementing itself in history as a true legend of motorsport. The Gt1 was born from Porsche’s desire to return to top-tier sports car racing, which, by the mid 1990s, had found a real sense of momentum. The BRP Global GT series had been born as replacement for the World Sportscar Championship which had come to an end in 1992, and ran from 1994 through 1996 before being rebranded as the FIA GT Championship. By the time the BRP series had kicked off, though, Porsche’s 962 was old news, having been introduced a decade earlier in 1984. Thus, Porsche needed a new car, something built from the ground, up. While the GT1 visually shares its DNA with the road-going 911 counterpart, the flesh and bones that lie beneath its carbon-fiber skin share little in common with the car found in many garages across the globe, the only thing is that fast cars sometimes have accidents, so having resources as Brisbane Car accident lawyers could be helpful in case anything happen. The GT1’s front end retains some 993 sheet metal and geometry, but borrows its back half from the 962, and is mated together with an extensive tube chassis and lots of carbon fiber. Under the massive rear clamshell is a 3.2-liter four-valve engine which was also derived from its predecessor. The 3.2 was paired with two turbos and Bosch fuel injection and mounted midship, pumping out nearly 600 horsepower in a car that weighed right around 1,000kg. The numbers are impressive on paper, but were proven in reality when the GT1 posted a top speed of 205 miles-per-hour on the famed Mulsanne Straight during the practice sessions for the 1996s running of the 24 Hours of Le Mans. If you need to change the injection of your vehicle, Stanadyne injection pumps for sale, new and rebuilt will be the solution for you. The GT1 saw a few evolutions through its stint in racing: the earliest version, the one before us now, wore the headlamps and tail lamps of the contemporary 993, then in its final year of production. For the 1997 series, the car was updated with 996 aesthetics and new aerodynamic properties, yielding even more performance than before. This rendition of the car was fittingly referred to as the GT1 Evolution. In 1998, the GT1-98 was born, this time with all new bodywork in an effort to compete with the Toyota GT-One and the Mercedes CLK-GTR. A sequential gearbox was fitted along with fuel injection changes. Perhaps the most interesting variant, though, is what is known as the Straßenversion. BRP Global GT and FIA GT rules require that road-going variants of the competition cars be sold to the public, and for this reason, Porsche was tasked with homologating the GT1: a street version was required if Porsche was to compete on a global level. The Straßenversion (street version) was born, and while mildly detuned to meet emissions regulations, was otherwise a race-ready counterpart to the GT1 Evolution. Porsche built 23 street cars, sold at a price of nearly $1,000,000, to allow their 18 race cars to compete. Today, we’re blessed with the presence of one racing example, currently in for work at E-Motion Engineering in Costa Mesa, California. Worth some $14,000,000 or so today, it’s an incredible piece of motorsports history, and now, you’re able to enjoy it too.
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https://www.stuttcars.com/video-porsche-911-gt1-evo/
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VIDEO: Porsche 911 GT1 EVO
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[ "" ]
null
[ "Nicolaos Dellis" ]
2020-04-24T13:09:49+00:00
There's no doubt about it: the 911 GT1 EVO is still one of the best looking Porsches ever made and one of the least understood cars from Porsche.
en
/wp-content/uploads/fbrfg/apple-touch-icon.png
Stuttcars
https://www.stuttcars.com/video-porsche-911-gt1-evo/
There’s no doubt about it: the 911 GT1 EVO is still one of the best looking Porsches ever made and one of the least understood cars from Porsche. This video features not only the famous ‘Playstation’ model, but also the Straßenversion and the actual car that won the 24h of Le Mans in 1998, which is called 911 GT1-98 Le Mans. All of them came powered by a twin-turbo boxer flat-six engine with around 550 horsepower! Only Mclaren F1 GTR Long Tail and Mercedes-Benz CLK GTR could match it in the day.
5251
dbpedia
3
72
https://www.carthrottle.com/news/only-road-legal-porsche-911-gt1-evolution-will-set-you-back-over-ps2-million
en
The Only Road Legal Porsche 911 GT1 Evolution Will Set You Back Over £2 Million
https://static.cdn.circl…ng?itok=66dOoW3G
https://static.cdn.circl…ng?itok=66dOoW3G
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[]
[ "" ]
null
[ "Matt Robinson" ]
2016-04-26T14:35:08+01:00
Only one racing version of the 911 GT1 was ever converted for road use, and it could be yours - if you're stinking rich
en
/themes/custom/carthrottle_theme/images/favicon/favicon.ico
CarThrottle
https://www.carthrottle.com/news/only-road-legal-porsche-911-gt1-evolution-will-set-you-back-over-ps2-million
There are lots of special Porsches out there, but few are as special as this one. Why? Because it’s one of a kind. Being a 911 GT1 it’s already of rare stock - only 23 ‘Straßenversion’ road cars and 18 race cars were made - but this particular example is the only road legal racing version. Despite having ‘911’ in the name, the GT1 has little to do with Porsche’s famous sports car other than taking elements of the 993’s front end, and later the ‘fried-egg’ style headlights from the 996. Porsche mounted a 3.2-litre twin-turbo, water-cooled flat-six in the middle of the tubular steel chassis (no rear-engine antics here), which was wrapped in a carbonfibre body. Power? Over 600bhp - a potent amount in a car weighing only 1050kg. The GT1 we’re looking at here was the only version to be given the Evolution upgrade from the factory - the others were upgraded some time after completion. It enjoyed reasonable success with privateer team Bytzek in North America, and underwent a £300,000 restoration in the UK from 2014-2015. It’s only been run for two hours since. Sound like the slice of Porsche motorsport history you want in on? It’s going under the hammer at RM Sotheby’s Monaco auction on 14 May, but predictably, it isn’t cheap: the estimate is €2,700,000 - €3,000,000. Up to £2.3 million, in other words…
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dbpedia
3
7
https://www.motor1.com/news/674805/porsche-911-gt1-street-video/
en
Rare Porsche 911 GT1 Goes For A Drive After Leaving The Museum
https://cdn.motor1.com/i…sche-911-gt1.jpg
https://cdn.motor1.com/i…sche-911-gt1.jpg
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[ "" ]
null
[ "Adrian Padeanu" ]
2023-07-03T08:09:22+00:00
One of only 20 road-legal 911 GT1s ever made was taken out of the Porsche Museum for a short drive. It's the prototype of what was to become the Straßenversion.
en
https://cdn.motor1.com/i…1/favicon-32.png
Motor1.com
https://www.motor1.com/news/674805/porsche-911-gt1-street-video/
Porsche has built some bonkers track-focused road cars over the years but there has only been one model to carry the fabled GT1 badge. Around 20 examples of the Straßenversion were ever made and veteran YouTuber Tim Burton aka Shmee had the opportunity to drive Porsche's very own prototype. The original 911 GT1 spends most of the time locked up in the museum in Stuttgart for visitors to admire, but every now and then, it comes out of retirement. The epitome of a homologation special – along with the Mercedes CLK GTR of the same era – the Porsche 911 GT1 is truly a race car for the road. Its motorsport version triumphed at the 1998 24 Hours of Le Mans, two years after this prototype was manufactured. It's an early 1996 build but with the updated 996-styled headlights. While all 911s before and after it have the engine mounted at the rear, the GT1 is the only street-legal model to feature a mid-engined setup. That said, the RSR race car also has the flat-six mounted between the axles. Porsche 911 GT1 in the alps At the heart of the 911 GT1 is a twin-turbo, 3.2-liter flat-six making 544 horsepower delivered to the rear axle through a six-speed manual. In 1997, Auto Motor und Sport tested the supercar and achieved a 0 to 62 mph (100 km/h) sprint in just 3.9 seconds and 0 to 124 mph (200 km/h) in 10.5 seconds. That's impressive even by today's standards, made possible by a low curb weight similar to a Mazda MX-5, at only 1,150 kg (2,535 lbs). Impressive numbers aside, the video is a good opportunity to discover some of the lesser-known details, such as the luggage area located near the engine. It can be accessed by unscrewing a panel mounted behind the rear glass. Speaking of opening stuff, we have the rare opportunity to see the engine after lifting the massive rear panel. At the front, the hood also opens to provide access to the fuel cap, battery, radiators, and other hardware. There are some subtle differences compared to the "regular" production car, including fixed windows. The customer cars rarely come up for sale, and when they do, they go for serious money. At a Monterey auction organized by RM Sotheby's in August 2012, a Straßenversion went under the hammer for $1.17 million. It's likely worth a lot more 11 years later. As a matter of fact, in 2017, Gooding & Company’s Amelia Island auction saw a 911 GT1 Straßenversion change hands for the princely sum of $5.6M.
5251
dbpedia
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92
https://www.dkeng.co.uk/ferrari-sales/1146/blue_chip_competition_cars/porsche_911_gt1.html
en
Porsche 911 GT1
https://www.dkeng.co.uk/…4u4a3136-hdr.jpg
https://www.dkeng.co.uk/…4u4a3136-hdr.jpg
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[ "Porsche 911 GT1", "", "August 2024 vehicle sales", "vehicle for sale", "ferrari sales", "ferrari specialists", "classic car", "RM Auctions", "Straßenversion" ]
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Porsche 911 GT1 currently for sale by DK Engineering, Hertfordshire. (As of: August 2024). Straßenversion
en
/apple-touch-icon.png
DK Engineering
https://www.dkeng.co.uk/ferrari-sales/1146/blue_chip_competition_cars/porsche_911_gt1.html
Born from the dominance of the McLaren F1 at Le Mans in 1995, Porsche retired the then-13 year old 962 platform. Whilst the 962 was performing commendably, in 1995 Porsche commissioned the 911 GT1 to take back the fight. Merging the front end of a 993 with the rear section of the 962, the car was powered by a mid/rear mounted 3.2 litre, twin-turbocharged flat six. This afforded 600hp against the 1,150kg weight. The car was cloaked with a Carbon Fibre bodywork using the 993 as an inspiration. The following year, the first iteration of the GT1 took 2nd & 3rd overall at Le Mans along with 1st & 2nd in Class. At the end of this season, the FIA recognised the rebirth of GT Racing through the BPR Global Endurance Challenge, renamed the series the FIA World GT Championship. As a consequence, the GT1 was developed further. For the 1997 season, Porsche would fit the 996-shape headlights as well a number of aerodynamic updates. From this Evolution and for strict homologation purposes, the Straßenversion would be born. Still very much a 993 underneath, the interior for the GT1 Straßenversion borrowed heaving from the 993 road car. With such a low volume run of a planned 25 cars, only a few changes were made to the customer road cars. The first three examples featured the 993 front end, all following received the 996 headlamps. The 3.2 flat-six received a mild detune to around 545hp with more practical road going gear ratios, the suspension changed to afford a more practical ground clearance as well as slightly more compliant on the road. This example was delivered new to Germany and remained there until 2003 when it was acquired by a client of DK and was at that time looked after by ourselves having covered 4,400 Kms. Since 2004 the car formed part of two collections in the USA; having ‘Show & Display’ status, the car has been dry stored and used very sparingly, only leaving the collection for routine maintenance. As a result, when sold at a Gooding Auction in 2017 this example had covered just 7,900 kms from new. It was purchase by a UK collection and returned to Europe. It was subsequently EU taxes paid and UK road registered but has not been driven since. Providing the motorsport link in Porsche’s lineage, the 911 GT1 sits between the 959 and Carrera GT, and is perhaps the ultimate GT1 homologation road car form the marque. This example presents in superb original condition, showing virtually no signs of age, previous repairs or non-factory finish. So original is the car that it still retains and is currently fitted with tyres from its year of manufacture indicating that they are likely the original set! We are very happy to see this car again and to have handled its sale in 2019. Please note, this vehicle is no longer for sale.
5251
dbpedia
2
90
https://911uk.com/threads/911-gt1-replica.79155/
en
911 gt1 replica ?
https://911uk.com/favicon-32x32.png
https://911uk.com/favicon-32x32.png
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2015-08-20T20:18:40+01:00
What's your opinions on this?..... http://bringatrailer.com/2015/08/14/renn-strasse-porsche-911-gt1-replica/ This Porsche 911 GT1 replica runs...
en
/images/911uklogo192.png
Porsche 911 UK Enthusiasts Online Community Discussion Forum GB
https://911uk.com/threads/911-gt1-replica.79155/
What's your opinions on this?..... http://bringatrailer.com/2015/08/14/renn-strasse-porsche-911-gt1-replica/ This Porsche 911 GT1 replica runs an accurately recreated body over a tube frame, similar in concept to the carbon fiber clothed original. Instead of a twin turbo flat six and sequentially operated 6-speed, this one runs a GM LS-something V8 and Porsche 930 gearbox. Find it here at Albers Sports Cars in Musselkanaal, Netherlands for 99,500 euros (~$110,600 USD today). Special thanks to BaT reader Mels N. for this submission. 993 GT1 Replica Front Originally built as a somewhat cynical work-around of prevailing production car homologation rules, Porsche elected to develop a full-blown race car that would first be marketed as a road machine rather than vice versa with other GT1 spec cars such as the McLaren F1 and Ferrari F40. 25 Strassenversion cars were required per FIA homologation rules, though exact production numbers are difficult to come by. This one looks impressively accurate in 1997 Le Mans Hutchinson Telecom livery, though blanked off rear fender intakes aren't ideal. Note also the scraped up and tired looking chin spoiler–this thing likely sees more use than any authentic Porsche-built car. 993 GT1 Replica Rear The interior looks correct as well, wearing the same odd mix of 993 dash and 996-based door cards as found in production versions. 993 GT1 Replica Interior Here's the business end. A modern, 530 horse GM LS wears unconvincingly Porsche branded carbon shields and is mated to what's described as a 930 gearbox–if correct, that means only four forward gears. Said to be in great condition, the seller adds that it runs and drives very well also. 993 GT1 Replica Engine Though we approve of the Detroit V8 for its reliability, ease of maintenance and healthy power output, we can't help but imagine how cool this would be with a wrecked 996 Turbo's motor swapped in back.
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https://teamspeed.com/forums/porsches-past-general-porsche-news/83154-porsche-911-gt1-strassenversion-videos.html
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Porsche 911 GT1 Strassenversion [VIDEOS]
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[ "yd222" ]
2014-06-22T22:54:07
Porsches from the Past | General Porsche News - Porsche 911 GT1 Strassenversion [VIDEOS] - Last holiday in Cannes I saw the famous yellow 911 GT1. Here you can find a video of this one and i'll also post a video of the first one i've ever seen. With the grey one we went to Spa for some laps but due to circumstances we...
en
Teamspeed.com
https://teamspeed.com/forums/porsches-past-general-porsche-news/83154-porsche-911-gt1-strassenversion-videos.html
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http://www.racingcardraws.com/product/porsche-911-gt1-98-n-26/
en
98 n.26 Winner 24 Hours of Le Mans 1998
http://www.racingcardraws.com/wp-content/uploads/2017/12/1994-PORSCHE-911-GT1-98-n.26-eco.jpg
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2017-12-31T11:33:14+00:00
Laurent Aiello, Allan McNish and Stephane Ortelli at the wheel of the Porsche 911 GT1-98 n.26 winner the 24 Hours of Le Mans 1998
en
http://www.racingcardraws.com/wp-content/uploads/2018/04/cropped-favicon-2-32x32.jpg
Racing Car Draws
http://www.racingcardraws.com/product/porsche-911-gt1-98-n-26/
Description PORSCHE 911 GT1-98 n.26 DOWNLOAD By purchasing the Image Porsche 911 GT1-98 n.26. You will receive an email with the link to download the image. Once purchased this will always be available in your account. HISTORY The Porsche 911 GT1-98 is a car that participated at the 24-hour Le Mans in 1998. The car designed by Norbert Singer made his debut at Le Mans in 1996, where he won the GT1 class victory but not the overall victory. The 911 GT1 was equipped with a six-cylinder boxer. Laurent Aiello, Allan McNish and Stephane Ortelli at the wheel of the Porsche 911 GT1-98 n.26 winner the 24 Hours of Le Mans 1998. Second arrived the Porsche 911 GT1-98 n.25 with Jorg Muller, Uwe Alzen and Bob Wollek while in third position the Nissan R390 GT1 n.32 with Aguri Suzuki, Kazuyoshi Hoshino and Masahico Kageyama. The race of the Porsche was very regular, knowing that being slower than the adversaries took advantage of the technical problems of the very fast Toyota Gt-One, the Mercedes CLK-LM and the BMW. In 1999 the FIA ​​decided to abolish the GT1 class and the Stuttgart home abandoned the endurance races. CHASSIS Porsche 911 GT1-98 Designed: Norbert Singer Composite fibre construction made of carbon fibres with a honeycomb Length: 4890 mm Width: 1990 mm Height: 1140 mm Suspension front: Double wishbones, push-rod actuated coil springs and dampers, anti-roll bar Suspension rear: Double wishbones, push-rod actuated coil springs and dampers, anti-roll bar Brakes: Carbon Fibre Discs Tyres: Michelin ENGINE Porsche M96/80 B6 3198 cc F6 Bi-turbo Power: 456 kW Drive Type: Rear wheel drive Transmission: Porsche six speed sequential manual. Fuel brand: Mobil 1 Fuel Type: Petrol Tank Capacity: 100 lt RESULT Winner 24 hours of Le Mans 1998 with drivers Laurent Aiello, Allan McNish, Stephane Ortelli
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https://www.carscoops.com/2021/10/cars-dont-come-much-crazier-than-the-porsche-911-gt1-strassenversion/
en
Cars Don’t Come Much Crazier Than The Porsche 911 GT1 Strassenversion
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[ "Brad Anderson", "www.facebook.com" ]
2021-10-25T12:11:13-04:00
The Porsche 911 GT1 Strassenversion was built to homologate the car for racing
en
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Carscoops
https://www.carscoops.com/2021/10/cars-dont-come-much-crazier-than-the-porsche-911-gt1-strassenversion/
The Porsche 911 GT1 Strassenversion is one of the most remarkable road-legal cars ever produced by the German sports car specialist and a particularly unique example was recently spotted at the Villa d’Este event in Italy. You have probably heard of the 911 GT1 Strassenversion before. Porsche famously built the car to meet homologation requirements for the 911 GT1 racing car which stipulated it needed to build 20 examples. It did just that, building 20 examples that were equipped with the headlights from a 996-generation 911. However, what you may not know is that a further four examples were built, albeit these ones were based on the 1996 GT1 race car rather than the 1997 model and feature 993-generation headlights. Read More: Norbert Singer Helps Tell The Story Of The 1998 Porsche 911 GT1 The one featured at Villa d’Este was one of those exceptionally rare examples and was certainly one of the highlights of the event. It was once owned by Bahraini car collector Khalid Abdul Rahim and continues to rock license plates from Bahrain. Powering the car is a twin-turbocharged 3.6-liter flat-six pumping out approximately 544 hp, slightly less than the 600 hp mustered up by the racing cars. This particular prototype is extraordinarily valuable and during the video, is shown cruising around the event at slow speeds. It is even shown driving over planks of woods to drive over grilles on the tarmac used to clear water, proving that while it is technically street legal, actually driving it on public roads would be almost impossible.
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https://www.motor1.com/news/696167/porsche-911-gt1-strassenversion-hillclimb-video/
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One Porsche 911 GT1 Strassenversion Escaped The Museum
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[ "Angel Sergeev" ]
2023-11-14T20:06:14+00:00
One employee of the museum noticed the car’s unusual behavior and smiled.
en
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Motor1.com
https://www.motor1.com/news/696167/porsche-911-gt1-strassenversion-hillclimb-video/
The origins of the Porsche 911 GT1 Strassenversion can be traced back to the mid-1990s when the FIA introduced the GT1 class for the 24 Hours of Le Mans. In response to this new racing category, the German automaker decided to create a road-legal version of its 911 GT1 race car, thus giving birth to the Strassenversion (German for "street version"). A total of around 20 cars were assembled and one of those cars is exhibited at Porsche’s museum in Stuttgart. We don’t know the exact history behind the hypercar that sits peacefully in the museum but it won’t be an exaggeration if we say it hasn’t been driven for years. We can only imagine the car feels abandoned to a certain extent, and knowing its origins, we also know it wants to be driven. That should easily explain why it recently escaped the museum and went on a joyride in the mountains. We are talking about a new video that gives us strong Need for Speed: Porsche Unleashed vibes. The 2:15-minute clip released by Porsche on YouTube shows the 911 GT1 Strassenversion dreaming, like it's a dog, and wishing it was in the hills having fun. One employee of the museum noticed the car’s unusual behavior and smiled. The 911 GT1 Strassenversion is no ordinary Porsche. Underneath the engine cover lies a potent 3.2-liter, twin-turbocharged flat-six engine, capable of producing an impressive output of around 537 horsepower. This engine, coupled with a six-speed manual transmission, catapults the car from 0 to 60 mph in just over 3.5 seconds, which is pretty respectable even by today’s standards. Contrary to the race-focused exterior, the interior of the 911 GT1 Strassenversion is surprisingly well-appointed for a sports car of its kind. Leather upholstery, air conditioning, and other creature comforts make this high-performance machine suitable for road use, ensuring that the driver and passenger experience a level of comfort that is not typically associated with race-inspired vehicles.
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https://sportscardigest.com/porsche-911-gt1-onboard-full-lap/
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Porsche 911 GT1 Onboard Full Lap
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[ "" ]
null
[ "Mark Leofe Capayas" ]
2023-09-21T07:55:05+00:00
The Porsche 911 GT1 was specifically created for competition in the GT1 class of sportscar racing. It boasts a twin-turbo flat-six engine that produces an impressive 600 horsepower. Listen to the thrilling sound of the Porsche 911 GT1 as it races at full throttle on a rain-soaked Le Mans track!
en
/wp-content/uploads/fbrfg/apple-touch-icon.png
Sports Car Digest
https://sportscardigest.com/porsche-911-gt1-onboard-full-lap/
The Porsche 911 GT1 was specifically created for competition in the GT1 class of sportscar racing. It boasts a twin-turbo flat-six engine that produces an impressive 600 horsepower. Listen to the thrilling sound of the Porsche 911 GT1 as it races at full throttle on a rain-soaked Le Mans track!
5251
dbpedia
3
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https://www.stuttcars.com/video-porsche-911-gt1-strassenversion-goes-drag-racing/
en
VIDEO: Porsche 911 GT1 Strassenversion Goes DRAG RACING!
https://www.stuttcars.co…elerations-.jpeg
https://www.stuttcars.co…elerations-.jpeg
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[ "about:blank", "about:blank", "https://www.youtube.com/embed/-ef6oLknOmc?feature=oembed" ]
[]
[ "" ]
null
[ "Nicolaos Dellis" ]
2018-09-04T02:45:16+00:00
Rare Porsche 911 GT1 Racing I filmed the ultra rare 1997 Porsche 911 GT1 Straßenversion (street-legal) being unleashed on an airstrip during the Supercar Owners Circle 2018 at Ambri airport, Switzerland. Only 25 where made world wide! It has a 536bhp 3.2 liter, water-cooled twin turbo flat-six engine. Video shows the 911 GT1 starting up, driving on the streets and doing some pulls on an empty runway!
en
/wp-content/uploads/fbrfg/apple-touch-icon.png
Stuttcars
https://www.stuttcars.com/video-porsche-911-gt1-strassenversion-goes-drag-racing/
Rare Porsche 911 GT1 Racing I filmed the ultra rare 1997 Porsche 911 GT1 Straßenversion (street-legal) being unleashed on an airstrip during the Supercar Owners Circle 2018 at Ambri airport, Switzerland. Only 25 where made world wide! It has a 536bhp 3.2 liter, water-cooled twin turbo flat-six engine. Video shows the 911 GT1 starting up, driving on the streets and doing some pulls on an empty runway!
5251
dbpedia
2
62
https://www.instagram.com/rarecarsonly/p/C7RkfJ3px-m/
en
Instagram
https://static.cdninstag…/VsNE-OHk_8a.png
https://static.cdninstag…/VsNE-OHk_8a.png
[]
[]
[]
[ "" ]
null
[]
null
en
https://static.cdninstag…/VsNE-OHk_8a.png
null
5251
dbpedia
0
94
https://www.thesupercarblog.com/worlds-first-street-legal-porsche-911-gt1-racecar-up-for-sale/
en
World's first street legal Porsche 911 GT1 racecar up for sale
https://www.thesupercarb…ale-1000x600.jpg
https://www.thesupercarb…ale-1000x600.jpg
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[ "https://www.youtube.com/embed/OmwMuyEUHzg?feature=oembed" ]
[]
[ "" ]
null
[ "Tushar Kelshikar", "www.facebook.com", "tushar.kelshikar" ]
2022-02-13T05:36:42+00:00
In the 90s, Porsche built the 911 GT1 Strassenversion. It was a homologation special based on the Porsche 911 GT1 racecar. In addition to the 23 'street
en
https://www.thesupercarb…512-px-32x32.jpg
The Supercar Blog
https://www.thesupercarblog.com/worlds-first-street-legal-porsche-911-gt1-racecar-up-for-sale/
In the 90s, Porsche built the 911 GT1 Strassenversion. It was a homologation special based on the Porsche 911 GT1 racecar. In addition to the 23 ‘street versions’, one of the racecars was converted for road use. The street-legal 911 GT1 (chassis no. 117) appeared at an auction in 2016 and was sold for around $3.14 million. The car was recently acquired by Tom Hartley Jnr. It was restored at a cost of approximately $407,000 by Lanzante – the makers of the road-legal McLaren P1 GTR. The car now features its original Daytona livery, which looks rather stunning. The Porsche 911 GT1 is powered by a 3.2-liter flat-6 engine that produces 600 hp. The engine is mated to a 5-speed manual transmission that powers the rear wheels. The car can reach a top speed of around 205 mph depending on the aero configuration. Porsche produced less than 10 GT1 racers for customer teams, and only one of them was converted for street use. Apparently, there’s another street-legal 911 GT1 being built as we speak. Tom Hartley Jnr, has put this unique Porsche up for sale. However, the company has decided to conduct a private sale, which means only a select few will get a chance to own it.
5251
dbpedia
1
37
https://www.6speedonline.com/forums/gt3-gt2/160639-911-carrera-gt1-who-owns-them.html
en
911 Carrera GT1, Who owns them?
https://www.6speedonline.com/forums/attachment.php?attachmentid=89327&stc=1&d=1233883587
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[]
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[ "911", "Carrera", "GT1", "Who", "owns", "them", "104", "911", "993", "carrera", "florida", "gold", "gt1", "kit", "mgr", "owns", "porsche", "porshe", "racing", "wheels", "white", "911 Carrera GT1", "Who owns them?", "porsche", "911", "gt", "forum", "6", "ferrari", "bmw", "Maserati", "lotus", "mercedes", "watch", "turbo", "lamborghini", "sale", "996", "bmw", "6 speed", "6speedonline", "audi", "lexus", "996", "991", "997" ]
null
[ "DrwVIP" ]
2009-02-06T01:27:17
GT3/GT2 - 911 Carrera GT1, Who owns them? - Like the title says. Where is the GT1 Registry at? I know 25 road cars exist. I have seen photos of one in America. I haven't seen many ever really for sale. Who has these? Why is this P-car overlooked at times for the early 1990 Supercars!!!
en
6SpeedOnline - Porsche Forum and Luxury Car Resource
https://www.6speedonline.com/forums/gt3-gt2/160639-911-carrera-gt1-who-owns-them.html
5251
dbpedia
2
58
https://shop.porsche.com/us/en-US/p/porsche-911-gt1-24-hours-of-le-mans-winner-1998-ltd-P-WAP0200130PLM1/WAP0200130PLM1
en
Porsche 911 GT1 24 Hours of Le Mans winner 1998 – Ltd.
https://cdn.ui.porsche.c…mage.c880d39.png
https://cdn.ui.porsche.c…mage.c880d39.png
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Strictly limited collector's model of the Porsche 24 Hours of Le Mans winner 1998 made of resin.
en
https://cdn.ui.porsche.com/porsche-design-system/meta-icons/favicon.ed9a926.ico
https://shop.porsche.com/us/en-US/p/porsche-911-gt1-24-hours-of-le-mans-winner-1998-ltd-P-WAP0200130PLM1/WAP0200130PLM1
5251
dbpedia
3
14
https://shop.porsche.com/us/en-US/p/porsche-911-gt1-24h-lm-1998-ltd-P-WAP0200110PLM2/WAP0200110PLM2
en
Porsche 911 GT1 24h LM 1998 – Ltd.
https://cdn.ui.porsche.c…mage.c880d39.png
https://cdn.ui.porsche.c…mage.c880d39.png
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[ "" ]
null
[]
null
Strictly limited collector's model of the Porsche911 GT1 24h LM 1998 made of resin.
en
https://cdn.ui.porsche.com/porsche-design-system/meta-icons/favicon.ed9a926.ico
https://shop.porsche.com/us/en-US/p/porsche-911-gt1-24h-lm-1998-ltd-P-WAP0200110PLM2/WAP0200110PLM2
5251
dbpedia
3
34
https://www.motor1.com/news/541699/porsche-911-gt1-video/
en
Rare Porsche 911 GT1 Road Car Still Looks Amazing After All These Years
https://cdn.motor1.com/i…-911-gt1-993.jpg
https://cdn.motor1.com/i…-911-gt1-993.jpg
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[]
[]
[ "" ]
null
[ "Angel Sergeev" ]
2021-10-19T14:02:26+00:00
The headlights were among the few components shared between the 911 and the 911 GT1, despite the similarity of the names.
en
https://cdn.motor1.com/i…1/favicon-32.png
Motor1.com
https://www.motor1.com/news/541699/porsche-911-gt1-video/
Thanks to motorsport series such as the GT1, we have some of the greatest, most powerful, and fastest road-legal cars ever made. Such is the case with the Porsche 911 GT1, which was originally designed as a race car but the Stuttgart-based automaker had to assemble 25 cars for road use for homologation purposes. Before that, however, two prototypes were built and the German Federal Ministry of Transport, Building, and Urban Development tested them for compliance with the laws. One of these two prototypes was later acquired by Bahrain-based private car collector Khalid Abdul Rahim, and this particular car recently visited the 2021 Concorso d'Eleganza Villa d'Este where it was filmed by Automotive Mike. Just like the first prototype, this car featured 911 (993) style headlights, as opposed to the rest of the production run, which was equipped with more modern 911 (996) style headlights. 911 GT1 (996) In Action: In fact, the headlights were among the few components shared between the 911 and the 911 GT1, despite the similarity of the names. The road-legal versions - called 911 GT1 Straßenversion literally meaning a road-going version - had a slightly detuned version of the race car’s 3.2-liter twin-turbocharged flat-six engine. The six-cylinder engine delivered a peak output of 536 horsepower (400 kilowatts) at 7,200 rpm and 443 pound-feet (600 Newton-meters) of torque at 4,250 rpm. The car had a great performance, especially if you consider the era it was constructed and built. On paper, the 0-62 miles per hour (0-100 kilometers per hour) acceleration took 3.9 seconds, and Germany’s Auto motor und sport magazine managed to achieve this result in a test it conducted back in 1997. The top speed the journalists reached was 191 mph (308 kph) which, again, matched what the automaker claimed.
5251
dbpedia
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97
https://vintagemotorsport.com/2024/07/16/1997-porsche-911-gt1-rennversion-headlines-broad-arrow-monterey-auction/
en
1997 Porsche 911 GT1 Rennversion headlines Broad Arrow Monterey Auction
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[]
[]
[ "auctions", "broad arrow" ]
null
[ "VM Staff", "Brain Bielanski" ]
2024-07-16T00:00:00
Broad Arrow Auctions recently announced it will offer the 1997 Porsche 911 GT1 Rennversion at its upcoming Monterey Auction, August 14-15. Chassis 993-GT1-108 is one of just nine customer GT1s originally made and notably is offered directly from long-term private ownership where it has been in the h...
en
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Vintage Motorsport
https://vintagemotorsport.com/2024/07/16/1997-porsche-911-gt1-rennversion-headlines-broad-arrow-monterey-auction/
Broad Arrow Auctions recently announced it will offer the 1997 Porsche 911 GT1 Rennversion at its upcoming Monterey Auction, August 14-15. Chassis 993-GT1-108 is one of just nine customer GT1s originally made and notably is offered directly from long-term private ownership where it has been in the hands of an esteemed Porsche collector for some time. Also of note is that it was never severely damaged or dismantled and today remains in superbly presented condition. Jakob Greisen, Senior Car Specialist for Broad Arrow Auctions states, “We are thrilled to have been entrusted with the sale of this spectacular part of Porsche history, offered from one of the best curated private Porsche collections in the world. “This particular GT1 is an incredibly impressive example, not just because of its successful race history but also because it has lived a life mostly spared from serious damage or drama and it remains in exceptional overall condition. Impressively, the GT1 was collectible on day one of its life, and today, that remains even more so the case.” First campaigned by the highly successful German Roock Racing Team as their lead car in the 1997 FIA GT Championship it was then raced at the 1997 Le Mans 24 Hours by Le Mans winners Allan McNish and Stéphane Ortelli alongside former Formula One driver Karl Wendlinger. Following which it had an impressive 1997 U.S. PSCR season with Rohr Racing winning the IMSA GTS-1 class championship with four race wins in the hands of McNish and Andy Pilgrim among others. Formerly of The Drendel Collection, today it is offered from a prominent, world-class Porsche collector. Other notable Porsche variants consigned for this year’s auction include; 1998 RUF CTR II, estimated at $2,200,000 – $2,500,000 1964 Porsche Carrera 904 GTS, estimated at $2,200,000 – $2,500,000 1988 Porsche 959 Komfort, estimated at $1,800,000 – $2,200,000 1998 RUF Turbo R Limited, estimated at $1,500,000 – $2,000,000 1995 Porsche 911 GT2, estimated at $1,300,000 – $1,600,000 1973 Porsche 911 Carrera RS 2.7 Lightweight, estimated at $1,250,000 – $1,500,000 2005 Porsche Carrera GT, estimated at $1,100,000 – $1,300,000 2021 RUF RT 12 R, estimated at $800,000 – $1,000,000 1989 Porsche 911 Turbo Slantnose Cabriolet, estimated at $350,000 – $400,000 2024 Porsche 911 Dakar, estimated at $350,000 – $400,000
5251
dbpedia
3
75
https://www.24h-lemans.com/en/news/porsche-911-gt1-1-1996-1997-a-new-generation-45911
en
Porsche 911 GT1 (1) - 1996-1997, a new generation
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https://www.lemans.org/m…8d90fc0df812.jpg
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[]
[]
[ "" ]
null
[ "Automobile Club de l'Ouest" ]
2017-03-04T13:01:00
In 1998, the GT1 version of the Porsche 911 claimed the top step on the podium at the 24 Hours of Le Mans. Here is a look back in two installments at a very special victory in the German marque's history, starting with the 911 GT1's first appearances in 1996 and 1997.
en
https://24h-lemans.stora…ages/favicon.png
24h-lemans.com
https://www.24h-lemans.com/en/news/porsche-911-gt1-1-1996-1997-a-new-generation-45911
In the mid-1990s, the impressive growth of the GTs (with namely victory for the McLaren F1 GTR at the 1995 24 Hours of Le Mans) compelled Porsche to produce a new competition version of its 911. Called the GT1, it was powered by the engine of the 962 C prototype, winner at Le Mans in 1986 and 1987, and in 1994 in the Dauer-Porsche 962 LM. Two of the cars were entered in 1996, entrusted to Hans Joachim Stuck-Bob Wollek-Thierry Boutsen (#25) and Yannick Dalmas-Scott Goodyear-Karl Wendlinger (#26). That year, the 911 GT1's main rival was also equipped with a 962 C engine: the Joest-Porsche-TWR driven by Manuel Reuter-Alex Wurz-Davy Jones. Also designed by the German manufacturer's engineers, the prototype held its own against the 911 GT1s, particularly thanks to less fuel consumption. It won the race ahead of the two 911 GT1s, the #25 followed by the #26. In 1997, eight 911 GT1s were at the start of the 24 Hours of Le Mans. Employing a strategy already used in the era of the 956 and 962 C prototypes, Porsche entered two factory cars and the six others represented private teams. The 65th edition of the 24 Hours started off well for the two factory 911 GT1s. With no restrictions set on their two driver line-ups, Stuck-Wollek-Boutsen (#25) and Collard-Kelleners-Dalmas (#26) fought a stunning battle for the lead. But on Sunday morning, Bob Wollek was forced to retire after an incident in the Porsche Curves. Despite 30 starts between 1968 and 2000 (which made him the driver with the second most participations in the 24 Hours after Henri Pescarolo), the French driver's lack of a win at Le Mans (he passed away in 2001) remains one of the most undeniable injustices in the history of the 24 Hours. The former University Ski World Champion and graduate of the ACO driving school debuted at Le Mans in 1968 with Alpine, before becoming one of the most preeminent Porsche experts on the planet: in 30 participations, he drove one of the German marque's cars 21 times! After Wollek's retirement, the #25 911 GT1 kept the lead until 1:45 p.m. but then had to throw in the towel due to a fire. The race was once again won by the Joest-Porsche-TWR prototype, with at the wheel Tom Kristensen, Michele Alboreto and Stefan Johansson. The private teams saved face for the 911 GT1 though with two cars in the top 10: Pedro Lamy-Patrice Goueslard-Armin Hahne and Antonio Hermann-Pierluigi Martini-Christian Pescatori finished fifth and eighth, respectively. Significantly modified, the 911 GT1 also achieved a one-two in 1998. To be continued in the second installment of this series.
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https://www.instagram.com/rarecarsonly/p/C7RkfJ3px-m/
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Instagram
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[ "" ]
null
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null
en
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5251
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https://www.motorauthority.com/news/porsche-911-gt1
en
Car Spy Shots, News, Reviews, and Insights
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[ "" ]
null
[ "Viknesh Vijayenthiran", "Stephen Edelstein", "Jeff Glucker", "Zach Bowman", "Andrew Ganz", "Nelson Ireson", "Kurt Ernst", "Viknesh Vijayenthiran - Editor", "Kirk Bell - Senior Editor", "Stephen Edelstein - Contributing" ]
2021-11-28T13:00:00+00:00
See the latest car spy shots and read the latest news on sports cars, super cars, muscle cars, luxury cars, electric cars, and car tech from the experts at Motor Authority
en
/favicon.ico
https://www.motorauthority.com/news/porsche-911-gt1
How the Porsche 911 GT1 Evo supercar came to be Homologation. It's the racing rule that results in some of the world's greatest road cars. To race, many cars have to be homologated, which means they have to have a number of street-legal counterparts to prove they're part of a brand's production line. Sitting high on this list of all-time... Jeff Glucker July 3, 2018 Take a ride in the Porsche 911 GT1 down a public street There's something sublime about seeing a race car on the street. It's like catching a glimpse of a coyote in downtown Los Angeles or an XR400 in a lecture hall. There's something perfectly insubordinate about it. You may know the Porsche 911 GT1 as the the car that Porsche raced at Le Mans in the... Zach Bowman May 10, 2017 Street-legal Porsche 911 GT1 Evo racer sells for $3.14 million One lucky enthusiast now has a very special Porsche among his or her collection. This is the only Porsche 911 GT1 race car to be converted for street use, and it was just sold at an RM Sotheby's auction in Monaco for €2.77 million (approximately $3.14 million). Handling the conversion was... Viknesh Vijayenthiran May 16, 2016 Only road-legal Porsche 911 GT1 Evo race car up for auction You're looking at the one and only road-legal example of Porsche's 911 GT1 Evolution race car. And you can buy it, if you're the lucky top bidder at RM Sotheby's upcoming auction in Monaco. What's that, you say? Yes, Porsche did build a road-going version of the GT1 called the Strassenversion, and... Andrew Ganz March 9, 2016 Porsche is back in the top tier of Le Mans racing this year, but the company has a rich history in the series, not the least of which involves a limited run of cars in the late 1990s as homologation specials, including the 911 GT1 Evo Strassenversion. The street-going version of the 911 GT1 race car, the Strassenversion--or, more properly, the Straßenversion--is just barely road-legal. It's a mid-engined, 592-horsepower, 2,530-pound (dry weight) race car for the road. And now one of the 20 1998 GT1 Evo homologation cars built is up for sale, chassis #6010. MUST SEE: Trion Nemesis... Last Porsche 911 GT1 Straßenversion built turns up for sale If you’re looking for an exotic, limited-production supercar from a mainstream manufacturer, it doesn’t get much more exclusive than one of 20 built. To homologate its 911 GT1 for FIA competition, Porsche was supposed to build 25 road-going examples, called Strassenversion, and the 20... Kurt Ernst July 31, 2012 Porsche 911 GT1 Straßenversion up for sale When it comes to rare Porsches of the modern-era, few are as hard to come by as the Porsche 911 GT1 Straßenversion (street version). However, one of these rare beauties is now up for sale in Kyoto, Japan, and if you’re interested, it will set you back a cool $1.7 million. The particular... Viknesh Vijayenthiran July 20, 2011
5251
dbpedia
0
98
https://www.dkeng.co.uk/ferrari-sales/1146/blue_chip_competition_cars/porsche_911_gt1.html
en
Porsche 911 GT1
https://www.dkeng.co.uk/…4u4a3136-hdr.jpg
https://www.dkeng.co.uk/…4u4a3136-hdr.jpg
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[ "Porsche 911 GT1", "", "August 2024 vehicle sales", "vehicle for sale", "ferrari sales", "ferrari specialists", "classic car", "RM Auctions", "Straßenversion" ]
null
[]
null
Porsche 911 GT1 currently for sale by DK Engineering, Hertfordshire. (As of: August 2024). Straßenversion
en
/apple-touch-icon.png
DK Engineering
https://www.dkeng.co.uk/ferrari-sales/1146/blue_chip_competition_cars/porsche_911_gt1.html
Born from the dominance of the McLaren F1 at Le Mans in 1995, Porsche retired the then-13 year old 962 platform. Whilst the 962 was performing commendably, in 1995 Porsche commissioned the 911 GT1 to take back the fight. Merging the front end of a 993 with the rear section of the 962, the car was powered by a mid/rear mounted 3.2 litre, twin-turbocharged flat six. This afforded 600hp against the 1,150kg weight. The car was cloaked with a Carbon Fibre bodywork using the 993 as an inspiration. The following year, the first iteration of the GT1 took 2nd & 3rd overall at Le Mans along with 1st & 2nd in Class. At the end of this season, the FIA recognised the rebirth of GT Racing through the BPR Global Endurance Challenge, renamed the series the FIA World GT Championship. As a consequence, the GT1 was developed further. For the 1997 season, Porsche would fit the 996-shape headlights as well a number of aerodynamic updates. From this Evolution and for strict homologation purposes, the Straßenversion would be born. Still very much a 993 underneath, the interior for the GT1 Straßenversion borrowed heaving from the 993 road car. With such a low volume run of a planned 25 cars, only a few changes were made to the customer road cars. The first three examples featured the 993 front end, all following received the 996 headlamps. The 3.2 flat-six received a mild detune to around 545hp with more practical road going gear ratios, the suspension changed to afford a more practical ground clearance as well as slightly more compliant on the road. This example was delivered new to Germany and remained there until 2003 when it was acquired by a client of DK and was at that time looked after by ourselves having covered 4,400 Kms. Since 2004 the car formed part of two collections in the USA; having ‘Show & Display’ status, the car has been dry stored and used very sparingly, only leaving the collection for routine maintenance. As a result, when sold at a Gooding Auction in 2017 this example had covered just 7,900 kms from new. It was purchase by a UK collection and returned to Europe. It was subsequently EU taxes paid and UK road registered but has not been driven since. Providing the motorsport link in Porsche’s lineage, the 911 GT1 sits between the 959 and Carrera GT, and is perhaps the ultimate GT1 homologation road car form the marque. This example presents in superb original condition, showing virtually no signs of age, previous repairs or non-factory finish. So original is the car that it still retains and is currently fitted with tyres from its year of manufacture indicating that they are likely the original set! We are very happy to see this car again and to have handled its sale in 2019. Please note, this vehicle is no longer for sale.
5251
dbpedia
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17
https://hotwheels.fandom.com/wiki/Porsche_911_GT1-98
en
Porsche 911 GT1-98
https://static.wikia.nocookie.net/hotwheels/images/e/e4/Porsche_911_GT1-98_Wht.JPG/revision/latest?cb=20090126024407
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The Porsche 911 GT1 was a sports prototype race car designed and manufactured by Porsche AG for use in sports car racing. Designed by Norbert Singer and Tony Hatter, the 911 GT1, despite sharing a name with the 911 road car, featured little in common with the road going car, with only the...
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https://static.wikia.nocookie.net/hotwheels/images/4/4a/Site-favicon.ico/revision/latest?cb=20231014033834
Hot Wheels Wiki
https://hotwheels.fandom.com/wiki/Porsche_911_GT1-98
Description[] The Porsche 911 GT1 was a sports prototype race car designed and manufactured by Porsche AG for use in sports car racing. Designed by Norbert Singer and Tony Hatter, the 911 GT1, despite sharing a name with the 911 road car, featured little in common with the road going car, with only the headlights and taillights shared. The car was powered by a 3.2L M96/80 twin-turbocharged flat-6; its frontal chassis was based on the 993 while its rear subframes and engine were derived from what was used in the 962C. Twenty-five road-going versions of the 911 GT1, named the 911 GT1 Straßenversion (lit. "street version"), were produced to homologate the car. The car made its debut in the 1996 BPR Global GT Series at Brands Hatch. The Porsche 911 GT1-98 was a further refinement of the 911 GT1 and the car's final variant overall, competing in the LMGT1 category. Despite sharing a similar name with the previous 911 GT1s, the 911 GT1-98 bore little resemblance to the previous two models, instead featuring new bodywork and paneling that were more similar to that of a sports prototype than that of a grand touring race car. The car competed in the FIA International GT Series; it was the closest competition to Mercedes-Benz's CLK LM, but was not usually able to match it on most occasions due to engine regulations regarding air restrictors being unfavorable to turbocharged engines. Despite this, a 911 GT1-98 managed to win the 1998 24 Hours of Le Mans due to its competitors having reliability problems. The cars were withdrawn from competition after the 1998 season. Five chassis were built, as well as one street-legal version used to homologate the car. Versions[] The Porsche 911 GT1-98 has come out in the following versions: Col # Year Series Color Tampo Base Color Window Color Interior Color Wheel Type Toy # Country Notes Photo 676 1999 1999 First Editions 25/26 White Magenta, Orange, Black, & Gray tampos w/ '2' & racing deco on sides, '2' on hood Black / Plastic Clear Black LW 18852 Malaysia 172 2000 Mainline Metalflake Purple White, Red, Black "27", "24 HEURES DU MANS", various sponsors with hotwheels logo Black Plastic Clear Black LW 27138 Malaysia Black spoiler 172 2000 Mainline Metalflake Purple White, Red, Black "27", "24 HEURES DU MANS", various sponsors with hotwheels logo Black Plastic Clear Black SB 27138 Malaysia Black spoiler 172 2000 Mainline Metalflake Purple White, Red, Black "27", "24 HEURES DU MANS", various sponsors with hotwheels logo Black Plastic Clear Black PR5 27138 Malaysia Black spoiler 2000 World Racers 2 5-Pack Metallic Blue White, Red, Black "27" Black Plastic Yellow Tint White Gold LW 18852 not on base Black spoiler 250 2000 Mainline White enamel Multi-colored tampos (see note) Black Plastic Clear Grey LW 29297 China Teal Tampo 250 2000 Mainline White enamel Multi-colored tampos (see note) Black Plastic Clear Grey LW 29297 China Green Tampo 135 2002 Mainline Orange Metalflake orange, yellow (5) Black Plastic Clear Grey LW 55020 Malaysia Grey spoiler 2010 Speed Machines White detail. tampos, White "Porsche" on rear spoiler Black Plastic Dark tint unseen Chrome rim, Gold CM6 R8491 Malaysia Base code(s): B46
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https://www.roadandtrack.com/car-culture/a38391894/the-porsche-911-gt1-is-astonishingly-approachable/
en
The Porsche 911 GT1 Is Astonishingly Approachable
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2021-12-23T21:15:12.343508-05:00
From the archives: The Porsche 911 GT1 is a much closer parent to a racing car than a road car.
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Road & Track
https://www.roadandtrack.com/car-culture/a38391894/the-porsche-911-gt1-is-astonishingly-approachable/
"Sports car" is a term that defies easy definition, especially in the context of endurance racing. When the BPR (European racing series) started its program of 4-hour enduros for Gran Turismo cars, its aim was to give what the man in the street calls sports cars a chance to compete against one another after having undergone some strictly defined modification to make them raceworthy and safe. To allow some high-grade cars built in numbers too small for homologation in the old FIA GT class (which required a minimum of 200 cars to be produced in 12 months), no minimum production was specified, provided the competing cars were certified for use on public roads. This paved the way into racing for cars from Ferrari, Lamborghini, Bugatti, Lotus, Venturi, Marcos, McLaren and others, though initially the races were dominated by Porsche 911s of all sorts. Completely changing the face of things at the beginning of the 1995 season was the McLaren F1, powered by a 6.1-liter BMW V-12 engine. In nearly standard trim, the car really dwarved the opposition and even won Le Mans outright. Even Porsche had no answer to its domination—within the frame of regulations, the old, faithful 911 just could not match the McLaren’s performance. This story originally appeared in the September 1997 issue of Road & Track. SIGN UP FOR THE TRACK CLUB BY R&T FOR MORE EXCLUSIVE STORIES For Porsche, there was only one solution: design an almost completely new car, making the best of the regulations. But here, the normal way of doing things was reversed: Instead of developing a racing car from a production road-going model, the road version was developed from the racing version before being submitted for road certification. And this is what every manufacturer seeking a chance in the GT championship will have to do from now on, whether it intends to produce road versions for sale to rich enthusiasts or not. Porsche intends to sell a number of road versions; 30 cars have been mentioned at 1,500,000 Deutsche Mark (about $1 million) each if enough customers can be found. Having driven both the racing model and the road version, I can say that the latter is the nearest thing to the racing GT1 that can be driven on the road, preferably the Autobahn. Though steel rotors (in lieu of the race car’s carbon pieces) reside behind those 18-in. BBS wheels, stopping power is still incredible. Mechanically, the road car replaces the race car’s carbon brake discs with steel discs of the same dimensions. It also has a slightly higher ride height, with less hard (but by no means soft!) springs and shock absorbers, a road- legal exhaust system, gear ratios suitable for traffic as well as fast work and a different state of tune of the water-cooled 3.2-liter twin-turbocharged flat-6 engine, now managed by a Bosch, rather than a TAG, computer. The rims of the 18-in.-diameter BBS light-alloy wheels are a mere half-inch narrower (11 front, 13 rear) than the racing models and are shod with Pirelli P Zero road tires. The cockpit is only slightly more civilized. Here we find two adjustable sports seats with integral headrests, upholstered in the finest quality leather. The entire dash panel of the pre-airbag standard 911 is retained almost without modification, including the glovebox. Trim is limited to the footboxes, the integrated rollcage, the doors (with carbon-fiber inner panels) and the firewall, while the floor mats come straight from the standard 911. Before I leave Porsche’s Weissach Technical Center, Hartmuth Kristen, the engineer responsible for the development of the road version, lifts the front hood. The space usually dedicated to luggage is filled with two horizontal radiators and fans, the battery, the ABS controller and the engine-management box. Nearer the cockpit is the standard plastic 19.3-gal. fuel tank (not very generous for such a powerful car; the race version has a deformable 26.4-gal. tank) and a simple ventilation system, though air conditioning can be ordered. Though the basic silhou­ette and dashboard might suggest otherwise, the GT1 has virtually nothing in common with the produc­tion 911. This Porsche’s lucky driver grips a fat 3- spoke Momo wheel and puts the flat-6’s 544 bhp to the road through six ratios selected by that titanium-capped, high-mounted lever. Door panels are of leather-trimmed carbon fiber, exquisitely crafted. At the back, where the entire rear body section hinges at the extreme rear of the chassis, any similarity with the standard 911 ends. Here is pure, modern racing technique with tubes rigidly supporting the midship flat-6 engine, almost completely hidden under twin intercoolers and the intake system with cooling air from the intake above the windshield. From the engine, the torque is transmitted through a single­ plate clutch with sintered metal linings to the 6-speed gearbox overhanging the 40/60 limited-slip differential (40 percent locked under power and 60 percent locked when the throttle is released, helping make the car more pointable with the accelerator pedal). The entire unit is rigidly mounted on the tubular girder that is part of the welded-in rollcage, and the rear suspension is anchored to the gearbox and differential housings. Except for its ratios and an oil pump circulating the lubricant through a heat exchanger, the racing gearbox’s innards are similar to those of Porsche’s current G50 box. The 5.3-cu.-ft. luggage compartment required by the regulations is in the tail, right above the gearbox. A car-lover’s community for ultimate access & unrivaled experiences. JOIN NOW Though the racing car’s steering wheel is removable (it is a safety requirement), the road version’s is not, and one chassis tube has been curved to ease entry and exit. This does not mean the exercise can be performed as easily as in an S-Class Mercedes' or even a 911; some talent for contortionism is a great help. Slam the door shut (initially, two or three tries are necessary because the lightweight Kevlar door has so little inertia), adjust the seat for reach, and any 911 old hand finds himself in familiar surroundings, except for the attractive, bagless Momo three-spoke steering wheel. The beautifully styled gear lever (with a titanium accent on top) sits high on its console and operates the gearbox directly through a rod running between the seats. Turn the key—in its usual place, left of the steering column— and the engine springs to life, with valve clatter and gear rumble invading the cockpit. The rigidly mounted powertrain does nothing to reduce the decibels, despite the efforts of the firewall’s thin padding or the twin-mass flywheel, particular to the Strasseversion. Idle speed is about 850 rpm, amazingly low for a near racing engine. Scoop above windshield delivers air to the twin-turbo flat-6 that’s anchored amidships by an elaborate tubular structure. Suspension differs only in tuning from race-car setup. Down goes the clutch pedal— which, by supercar standards, is not particularly heavy— in goes 1st gear, the gates open, and I leave Weissach and head toward the lightly traveled Wurzburg Autobahn. But before reaching the open road, I have 40 miles of busy traffic to contend with— and a 75-mph speed limit. These are surely not the best conditions to drive a GT1. The noise inside the car seems to be completely inappropriate for such a low speed, even if I drive at some 15 percent over the limit, as everyone does. In 6th gear with the engine running at less than 3,000 rpm, the car seems undergeared! I wonder who would want a radio in this car, even though at this speed, it is not music that comes from behind! While I trundle along, I try to understand the beast. The power-assisted steering is very high geared, and its response very quick. I am sure the ratio has not been changed from the racing car’s and the assist is quite moderate; I am glad it is there when speeds are low, but at higher speeds it does not in the least interfere with the feel. Even on the Autobahn, the suspension feels harsh but the comfort is quite acceptable, probably because the driver and passenger are seated near the center of the wheelbase. We reach the junction of the Wurzburg Autobahn, where the road is slick with rain. As the “free speed” sign appears, I shift to 3rd, and the electronically controlled twin turbos quickly raise the boost to its 14.7-psi maximum. The big tires, helped by the downforce created by the large rear wing, grip the wet pavement and the tachometer needle soars toward the red zone (which, strangely, starts at 6,600 rpm, 400 below peak revs). A pull on the gear lever, in goes 4th and the fierce acceleration continues. The synchro-mesh is wonderful: I can’t remember any gearbox of another really powerful car in which the shifts are that quick. As this goes on, the noise increases proportionally, but the noise quality improves too, a purely mechanical sound that’s heard because the exhaust is so quiet. The intervention of the twin turbos working in parallel (not sequentially as in the fabulous Porsche 959) is very progressive, and the huge power is easily controlled, turbo lag being reduced to a barely perceptible minimum. But it must be remembered that the engine’s capacity is only 3.2 liters and that it wants to be revved to develop its massive 442 lb-ft of torque (at 4,250 rpm) and its 544 bhp at 7,000. No boost gauge is provided, but when accelerating from the lower ranges, you feel the pressure build up around 3,600 rpm; from about 4,000 rpm in the lower gears, flooring the accelerator catapults the GT1 forward. Thanks to the excellent synchromesh, turbo lag due to lengthy shifts is never felt, well demonstrated by the 0-125-mph time of 10.5 seconds obtained by the German magazine Auto, Motor und Sport. In maximum speed, the Porsche is not the fastest supercar. The Weissach team realizes that speeds of well over 300 km/h (187 mph) are of no practical interest in today’s traffic and that engine responsiveness and high-speed stability are more important. Consequently, priority has been given to drag-increasing downforce obtained by ground effects and the large rear wing, flexibility being obtained (at the cost of maximum speed) by deliberate undergearing. This is why the maximum speed quoted by the factory is “only” 193 mph. Even more impressive than the Por­sche’s power to go is the car’s power to stop. The combination of huge brakes, well-tuned ABS, enormous tires and downforce (which increases as the square of the speed) allows for deceleration well over l.0g from 62 mph, and Porsche engineers claim that a deceleration of 1.8g has been recorded from 174 mph. Thanks to its high-pressure hydraulic booster inherited from the Porsche Turbo and Carrera 4, such stops do not require a Herculean push on the pedal, though it is firm enough to allow easy modulation. Getting the best out of the GT1 on less-than-perfect secondary roads re­quires more than usual concentration. The wide, very precise Pirelli P Zeros, the hard suspension and the strong anti-roll bars combine to make the car very sensitive to the irregularities of the road surface, at the cost of straight-line stability. The quick steering was a help here when the rear wheels were asked to transmit more driving force than the grip allowed, causing several power slides on the wet roads. Drivers not used to such quick steering should take care not to over­ correct, which could easily get them into trouble. Don’t forget this is a racing car modified just enough to meet the law and to provide the adequate reliability and driveability required in today’s traffic. Driveability in general is probably the most astonishing feature of the Porsche. Only the clutch requires a little delicacy when gently starting from rest, as the sintered metal linings grip rather firmly. The width of the car (76.8 in.) should be remembered, and the very thick windshield pillars integrating the rollcage hinder your view when it comes to sharp turns. But the engine is a model of tractability, readily pulling away from 900 rpm (about 25 mph) in 6th without protest. Even in its road version, the Porsche 911 GT1 is a much closer parent to a racing car than a road car. At its price, Porsche could have certainly made it more comfortable, provided it with more noise-absorbing material and made it an altogether more usable road car than it is without significantly compromising its performance. But that misses the point: The GT1 will be bought for the pleasure of driving the closest possible thing to a full-blooded, very high performance racing car. And where can this best be enjoyed? On a racetrack, possibly in club racing. It is with this in mind that, while making the GT1 fully roadworthy, Porsche has preserved as much as possible the racing model’s raceworthiness and character.
5251
dbpedia
1
2
https://www.motor1.com/news/674805/porsche-911-gt1-street-video/
en
Rare Porsche 911 GT1 Goes For A Drive After Leaving The Museum
https://cdn.motor1.com/i…sche-911-gt1.jpg
https://cdn.motor1.com/i…sche-911-gt1.jpg
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[]
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[ "" ]
null
[ "Adrian Padeanu" ]
2023-07-03T08:09:22+00:00
One of only 20 road-legal 911 GT1s ever made was taken out of the Porsche Museum for a short drive. It's the prototype of what was to become the Straßenversion.
en
https://cdn.motor1.com/i…1/favicon-32.png
Motor1.com
https://www.motor1.com/news/674805/porsche-911-gt1-street-video/
Porsche has built some bonkers track-focused road cars over the years but there has only been one model to carry the fabled GT1 badge. Around 20 examples of the Straßenversion were ever made and veteran YouTuber Tim Burton aka Shmee had the opportunity to drive Porsche's very own prototype. The original 911 GT1 spends most of the time locked up in the museum in Stuttgart for visitors to admire, but every now and then, it comes out of retirement. The epitome of a homologation special – along with the Mercedes CLK GTR of the same era – the Porsche 911 GT1 is truly a race car for the road. Its motorsport version triumphed at the 1998 24 Hours of Le Mans, two years after this prototype was manufactured. It's an early 1996 build but with the updated 996-styled headlights. While all 911s before and after it have the engine mounted at the rear, the GT1 is the only street-legal model to feature a mid-engined setup. That said, the RSR race car also has the flat-six mounted between the axles. Porsche 911 GT1 in the alps At the heart of the 911 GT1 is a twin-turbo, 3.2-liter flat-six making 544 horsepower delivered to the rear axle through a six-speed manual. In 1997, Auto Motor und Sport tested the supercar and achieved a 0 to 62 mph (100 km/h) sprint in just 3.9 seconds and 0 to 124 mph (200 km/h) in 10.5 seconds. That's impressive even by today's standards, made possible by a low curb weight similar to a Mazda MX-5, at only 1,150 kg (2,535 lbs). Impressive numbers aside, the video is a good opportunity to discover some of the lesser-known details, such as the luggage area located near the engine. It can be accessed by unscrewing a panel mounted behind the rear glass. Speaking of opening stuff, we have the rare opportunity to see the engine after lifting the massive rear panel. At the front, the hood also opens to provide access to the fuel cap, battery, radiators, and other hardware. There are some subtle differences compared to the "regular" production car, including fixed windows. The customer cars rarely come up for sale, and when they do, they go for serious money. At a Monterey auction organized by RM Sotheby's in August 2012, a Straßenversion went under the hammer for $1.17 million. It's likely worth a lot more 11 years later. As a matter of fact, in 2017, Gooding & Company’s Amelia Island auction saw a 911 GT1 Straßenversion change hands for the princely sum of $5.6M.
5251
dbpedia
2
54
https://www.carmagazine.co.uk/features/opinion/james-dennison/911-gt1-98-at-goodwood/
en
What it's like to drive the 1998 Porsche 911 GT1 Le Mans winner at Goodwood
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[]
[]
[ "" ]
null
[ "James Dennison" ]
2023-07-21T10:13:39+01:00
en
CAR Magazine
https://www.carmagazine.co.uk/features/opinion/james-dennison/911-gt1-98-at-goodwood/
► 550bhp, 970kg GT1 monster ► The last ‘road car’ to win Le Mans ► Porsche Museum lends us the keys Pull yourself together, James, come on. This car has managed 2,972 miles of Le Mans at an average speed of 124mph and you’re worried about taking it on a 1.16-mile run up a glorified driveway in West Sussex? Well, yes, I am actually. For this isn’t a mass-produced press car like you usually see adorning the cover of CAR magazine, but something altogether far more precious. Invaluable, irreplaceable, legendary – the Le Mans winning 1998 Porsche 911 GT1 belongs to Porsche’s Museum in Stuttgart. A jaw-dropping artifact from another era that dates back so far as to look and sound like nothing of the modern day, but recent enough that most of us can remember its fabled tale. The last production-based car to win at Le Mans, a perfect 50th birthday present to Porsche and an evocative icon to motorsport fans around the world. The weight of its history – one that far outstrips the mass of its state-of-the-art carbon tub and surrounding ancillaries – sits heavy on my shoulders as I ready myself on the start line of the 2023 Goodwood Festival of Speed. For the next 20 minutes or so, this rolling requiem to radical racing cars is under my care and boy am I feeling the pressure. One mistake on this slimy, wet hill climb (thanks British summer) and the stone-cold cut slicks will drop any form of purchase faster than I can get a decent curse in. And with the wet grass and unforgiving hay bales lining the course, that will be that. I won’t have just damaged a car, I will have broken the dreams and childhood memories of millions – including my own. The Porsche GT1 wasn’t the fastest car at the 1998 running of Le Mans, nor was it the most outrageous (the Toyota GT One took those honours), and yet through dogged determination, teamwork and superior reliability it took the flag of the 66th running of the famous race, finishing a whole three laps ahead of the nearest non-Porsche challenger. Following its last Le Mans win in 1994 with the Dauer 962, Porsche knew that it needed to be bold in order to remain competitive. Following draft designs that began in ’95 and then early incarnations through the next couple of years, the 1998 911 GT1 took a whole new approach. A carbon-fibre monocoque chassis was brought in, while quarter-scale models were tested in order to finesse the aerodynamics. Weight and rigidity was also drastically improved, the 1998 car coming in at 940kg compared to 1,050kg for the ’97 version. This all materialising after team boss Herbert Ampferer convinced Porsche engineering director Horst Marchart to give the project another year to try and conquer Le Mans. As it was, the winning car could only manage 5th place in qualifying, almost three seconds off the fastest lap of the no.35 Mercedes-Benz CLK-LM. It was clear that both the Merc and Toyota GT-One had more pace than the GT1 and this held true at the start of the race, where the former duo battled for the lead. However, after just over an hour, the no.35 CLK-LM (piloted by a driver line-up that included a young Mark Webber) retired with a water pump failure, its sister car suffering from the same issue shortly afterwards. With the Porsche pair up to 3rd and 4th, Toyota were in a strong position for the win. However, subsequent issues for both Toyota entries meant that, with 16 hours remaining, Porsche took the lead for the first time. What followed was a fierce tussle for the lead between the no.29 Toyota and both Porsches. Indeed, with around eight hours remaining the German entries had to simultaneously dive into the garage with mechanical issues, handing the lead back to the Toyota. Then, with around 1.5 hours left and the no.29 car holding a slender lead, Belgian Thierry Boutsen climbed in to take the final stint, all the while being hunted down by Allan McNish in the number 26 Porsche. Boutsen maintained the lead, but eventually the pressure told on what was a largely untested racing car and transmission issues put them out of the race. This allowed both Porsche entries to cross the line in formation and take a famous 1-2 finish in what was Stuttgart’s 16th Le Mans win. Sadly, the Porsche GT1 would never race at Le Mans again following the demise of the GT1 class, with Porsche’s next outright win coming almost two decades later in 2017. As the marshal readies himself to calmy wave me off the line, I take one last deep breath, look up towards the Goodwood Gods and build the revs to 4,000. Here goes everything. The clutch comes out and the rear wheels spin up immediately. I’m not sure what I was expecting with 550bhp coursing through cut slicks on a start line buffed to the point where it wouldn’t feel out of place in an Olympic curling session, but this is it. I grab the brushed metal gear-lever to my right and short-shift to second. Clutch in for up changes and down changes, it’s not like any sequential box I’ve driven before. The engine whines as I stretch it up to the first corner, wipers flicking from left to right as my eyes pirch on stalks. Time for another leap of faith. With no practice attempts I’m going in blind to T1, this next turn of the wheel defining my entire run. Crikey the steering is fast. Really fast. This thing must have been utterly sensational through the Porsche Curves at Le Mans. A quick adjustment on the steering angle and I’m through T1, then T2. Time to stretch it out down the closest that Goodwood’s driveway has to a straight. The steering is bursting with information, my fingertips alive with the tarmac telegraphed almost instantaneously through to my parietal lobe. So much so that I can feel the tyres struggling for traction as I tentatively flex my right foot. My decision to turn the boost down before the run may have felt like a cop-out at the time, but now it feels entirely vindicated. Braking down to the infamous Molecomb corner (a Hyundai EV ploughed straight on here only the day before) the car feels more stable, it’s front end biting into the apex and the rear staying in check. A short squirt up to the flint wall and then down from 3rd to 2nd. Snap. The rear steps out and with all the fear-filled reflexes of a parent grabbing their infant child from oncoming danger I get it back under control. A silly micro-mistake, too quick letting the clutch out on the downchange, but one I’ve gotten away with. As ridiculous as it sounds, this is my very own Le Mans 24h right here. It may only be a minute-and-a-half long, but the concentration, emotions and sheer determination are palpable. One more corner to go. On a sunny day this downforce demon would take the final left-hander flat, but today it’s a safe lift before entry and then balance the throttle through mid-corner and exit. As I give the GT1 one final burst of power to bring us across the line, my whole body relaxes. 90 seconds of pure adrenaline and joy simmer down inside me. Bursting out from under the trees into the holding area, all eyes turn to the GT1. An instantly recognisable bubble of beauty bursting full with the dreams of millions, it’s swooping form and haunches once again settle to a halt – another race won, another memory made.
5251
dbpedia
2
9
https://www.supercars.net/blog/1998-porsche-911-gt1-98/
en
Porsche 911 GT1 ’98
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https://www.supercars.ne…GT198-3-1024.jpg
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[]
[]
[ "" ]
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[ "Nick D", "www.facebook.com", "Supercars.net" ]
2016-04-25T00:06:34+00:00
1998 Le Mans 24-hour race In the 1998 jubilee year, the Porsche team celebrated its 16th overall victory in Le Mans with a double win for the 911 GT1 98. On 6th/7th June, the winning car was driven by Laurent Aiello, Allan McNish and Stéphane Ortelli.
en
Supercars.net
https://www.supercars.net/blog/1998-porsche-911-gt1-98/
1998 Le Mans 24-hour race, the Porsche team celebrated its 16th overall victory in Le Mans with a double win for the 911 GT1 98. On 6th/7th June, the winning car was driven by Laurent Aiello, Allan McNish and Stéphane Ortelli. It was almost 50 years to the day on which the first Porsche sports car saw the light of day. The 1990s were not good for Porsche when it came to Le Mans success, but in 1998, things turned around with the 911 GT1 98 able to get Porsche back to its winning ways. The 15th Le Mans win came in 1994 with the Dauer 962 (Porsche engineers discover that the 962 C could be modernised and modified to be eligible as a Le Mans GT1 race car, because the required street-legal version already exists: the Dauer 962). It was an awesome race car but it was getting on in age and was no longer competitive enough for an outright win. That is when Porsche decided on an entirely new, 911-derived design — the Porsche GT1. Porsche knew that it needed something fresh to remain competitive, and that its new racer needed to look like the 911, so with Norbert Singer at the helm the company set to work on the GT1 to compete in the BPR GT Series. The original design basically took the entire front section of the 993 but with the body being a totally new and custom steel section connected on to carry the engine and transmission that had been turned through 180 degrees and mid-mounted. The 1996 911 GT1 had a 2nd and 3rd place at the 1996 Le Mans. Several updates (it got 996 derived headlights and other mechanical changes) were made for the 1997 911 GT1 (it was known as the 1997 Porsche 911 GT1 Evolution). There was no finish at Le Mans in 1997. A Totally New Race Car Porsche’s resolve was still strong and thanks to race team boss Herbert Ampferer convincing engineering director at the time Horst Marchart to continue development on the GT1, Porsche ended up being quite drastic in their approach. They opted for a clean-sheet design that shared almost no parts with the road cars. There was little pretence of remaining close to the production 911, Porsche was going to build a straight-up Le Mans prototype (FIA regulations required just one ‘Strals’enversion‘ road model to be built). The GT1 marked a number of firsts for Porsche, one of which was the use of a carbon-fiber monocoque chassis, with the sections and panels constructed by English specialists, CTS. Talented engineer Horst Reitter had designed the carbon tub and he had plenty of experience, having also been responsible for Porsche’s first racing monocoque for the Porsche 956. The design was 100% CAD driven (for the first time). A quarter-scale model was tested in the wind tunnel, with the data transferred to CAD computers for production of the final car. The final car was checked a second time in Weissach‘s wind tunnel, many further hours being devoted to honing the final shape. Significant Upgrades The proliferation of slats and vents that adorned the bodywork was testament to the amount of time spent perfecting the aero and cooling of the ‘98 GT1. A further crucial difference compared to earlier GT1 incarnations was around the weight of the car. Herbert Ampferer had gone on the record saying he wanted the car to be 10% lighter than the ‘97 GT1. The diet and new-car from the ground up approach worked because the ‘98 GT1 weighed only 2,072 lbs (the 1997 GT1 weighed 2,337 lbs). The carbon-fiber not only helped the car weigh less but it was also a lot stiffer which is important in all race cars when it comes to handling. The new car was also slightly longer and wider and also sat a little lower too. The wheelbase had also grown. There was also a large, adjustable plastic rear wing, while the nose was noticeably lower, a development achieved by relocating the cooling radiators from the centre to the outer edges of the front end. It even got cool supercar hinged doors for the first time. The engine was largely the same as the previous GT1s. A water-cooled, 3.2 liter flat six unit adapted from the 962 race car, but fitted with one-piece aluminum cylinder heads from the Porsche 959. The block was also in aluminum, and four valves per cylinder were operated by chain-driven camshafts. While the original 74 mm stroke was retained, the bore was enlarged from 95 mm to 95.5 mm for a 3,198cc capacity. Also retained were the pair of KKK K27.2 turbochargers fed by a massive scoop on the roof and blowing through twin intercoolers, along with a TAG 3.8 engine management system that controlled multi-point sequential injection and cylinder-selective knock control. The result was around 550 hp at 7,200 rpm and 465 lb/ft of torque at 5,000 rpm. The transmission was upgraded with the dog-clutch six-speed changing for a conventional shift pattern for a sequential arrangement more suited to endurance racing. It had an additional pump for improved lubrication, an oil to-water heat exchanger, and a new triple-disc carbon clutch. Other notable improvements were the front suspension, where an entirely difirerent set-up was installed and gave Porsche race engineers a lot more wiggle room in terms of setting changes and tuning. Double wishbones, pushrods and transverse coil springs with Bilstein dampers were also part of the ‘98 GT1 set up. The same suspension arrangement was employed at the rear — there was an anti-roll bar at both ends. The car handled better as a result but perhaps even more important was that this set up necessitated the move of the 100 liter safety cell for fuel to a position between the bulkhead and engine, which was a vast improvement when it came to weight distribution. Hydraulically assisted steering also featured, while the Michelin tyres 27/67—19 front and 31/70-19 rear — sat on ll.5×19 inch front and 13×19 inch rear single—piece BBS rims. The ’98 GT1 & The 1998 Le Mans Compared to what had gone before, the 1998 GT1 was a hugely impressive package, and Porsche had left no stone unturned when it came to meeting the challenges posed by the likes of Toyota, Nissan and Mercedes Benz. At Le Mans it was Mercedes-Benz that took pole and 3rd positions on the grid, split by a Toyota GT-One. Porsche had to settle for fourth for #25 and 5th for #26. Both cars spent time in the pits for minor repairs and with 90 minutes of the race remaining it looked like Toyota would take the chequered flag. But it was struck by transmission failure, meaning the two Porsche spent the last hour in one-two formation and that’s how it finished. The GT1 conquered le Mans and delivered Porsche a fitting present on its 50th birthday. The car of McNish, Aiello and Ortelli crossed the line in 1st place, bringing Porsche a historic 16th victory at the toughest race in the world. Porsche 911 GT1 ’98 Specs & Performance
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https://en.wikipedia.org/wiki/Porsche_911
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2001-11-25T19:43:44+00:00
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https://en.wikipedia.org/wiki/Porsche_911
Sports car produced by Porsche This article is about the full lineage of Porsche 911 model runs. For the original 911 series, see Porsche 911 (classic). Motor vehicle Porsche 911OverviewManufacturerPorsche AGProductionSeptember 1964 – presentAssemblyGermany: Stuttgart, Baden-WürttembergDesignerFerdinand Butzi Porsche (original design)Body and chassisClassSports car/Grand tourer (S)Body styleLayoutRear-engine, rear-wheel drive/all-wheel driveRelatedChronologyPredecessorPorsche 356 The Porsche 911 (pronounced Nine Eleven or in German: Neunelf) is a two-door 2+2 high performance rear-engined sports car introduced in September 1964 by Porsche AG of Stuttgart, Germany. It has a rear-mounted flat-six engine and originally a torsion bar suspension. The car has been continuously enhanced through the years but the basic concept has remained unchanged.[1] The engines were air-cooled until the introduction of the 996 series in 1998.[2][3] The 911 has been raced extensively by private and factory teams, in a variety of classes. It is among the most successful competition cars. In the mid-1970s, the naturally aspirated 911 Carrera RSR won world championship races including Targa Florio and the 24 Hours of Daytona. The 911-derived 935 turbo also won the 24 Hours of Le Mans in 1979. Porsche won the World Championship for Makes in 1976, 1977, 1978, and 1979 with 911-derived models. In a 1999 poll to determine the Car of the Century, the 911 was fifth.[4] It is one of two in the top five that had remained continuously in production (the original Beetle remained in production until 2003).[5] The one millionth example was manufactured in May 2017 and is in the company's permanent collection.[6] 911 nomenclature [edit] Although Porsche has used internal code numbers for each series of the 911, all models have been marketed and sold as 911s. The model series and associated internal codes are as follows: 911 (1964–1989) 930 (1975–1989) the turbocharged version 964 (1989–1994) 993 (1995–1998) the last air-cooled 911 996 (1999–2004) all-new body and water-cooled engines 997 (2005–2012) 991 (2012–2019) all-new body 992 (2019–present) A series letter is used by Porsche to indicate the revision for production cars, usually on an annual basis.[citation needed] 911s have also been categorized into families based on body styles or engine enhancements: 911 Carrera: including the Carrera, Carrera S, Carrera 4, Carrera 4S, Carrera GTS, Carrera 4 GTS, Carrera T. All are available as cabriolets except the Carrera T. 911 Targa: including the Targa 4, Targa 4S, Targa 4 GTS. 911 Turbo: including the Turbo, Turbo S. All are available as cabriolets. GT3/GT3 RS: a track-focused version of the 911 Carrera with a naturally aspirated engine and rear wheel drive. No cabriolet variant has ever been produced to date. A grand touring version featuring comfort-oriented options is called the GT3 Touring, and is available for the 991 and 992 generations. GT2/GT2 RS: the highest performance derivative, a track-focused version based on the Turbo with rear wheel drive. No cabriolet version has ever been produced to date. Now available as an RS model only. Air-cooled engines (1964–1998) [edit] 911, 911E, 911L, 911S, 911T [edit] Main article: Porsche 911 (classic) The 911 traces its roots to sketches drawn by Ferdinand "Butzi" Porsche in 1959.[7] The Porsche 911 was developed as a more powerful, larger and a more comfortable replacement for the 356, the company's first model. The new car made its public debut at the 1963 Frankfurt Motor Show[8] (German: Internationale Automobil-Ausstellung).[9] The car was developed with the proof-of-concept twin-fan Type 745 flat-six engine, but the car presented at the auto show had a non-operational mockup of the single-fan 901 engine, receiving a working unit in February 1964.[7] It originally was designated as the "Porsche 901" (901 being its internal project number). A total of 82 cars were built as which were badged as 901s.[7] However, French automobile manufacturer Peugeot protested on the grounds that in France it had exclusive rights to car names formed by three numbers with a zero in the middle. Instead of selling the new model with a different name in France, Porsche changed the name to 911. Internally, the cars' part numbers carried on the prefix 901 for years.[7] Production began in September 1964,[9] with the first 911s exported to the US in February 1965.[7] The first models of the 911 had a rear-mounted 130 hp (97 kW)[1] Type 901/01 flat-6 engine, in the "boxer" configuration like the 356, the engine is air-cooled and displaces 1,991 cc (2.0 L) as compared to the 356's four-cylinder, 1,582 cc (1.6 L) unit. The car had four seats although the rear seats were small, thus it is usually called a 2+2 rather than a four-seater (the 356 was also a 2+2). A four or five-speed "Type 901" manual transmission was available. The styling was largely penned by Ferdinand "Butzi" Porsche, son of Ferdinand "Ferry" Porsche. Butzi Porsche initially came up with a notchback design with proper space for seating two rear passengers but Ferry Porsche insisted that the 356's successor was to use its fastback styling. 7 prototypes were built based on Butzi Porsche's original design and were internally called the Porsche 754 T7.[10] Erwin Komenda, the leader of the Porsche car body construction department who initially objected, was also involved later in the design. Production of the 356 ended in 1965, but there was still a market for a 4-cylinder car, particularly in the US. The 912, introduced in the same year, served as a direct replacement, offering the de-tuned version of 356 SC's 4-cylinder, 1,582 cc (1.6 L), 90 hp (67 kW; 91 PS) boxer four Type 616/36 engine inside the 911 bodywork with Type 901 four-speed manual transmission (a 5-speed manual transmission was optional). In 1966, Porsche introduced the more powerful 911S with Type 901/02 engine having a power output of 160 PS (118 kW; 158 hp). Forged aluminium alloy wheels from Fuchsfelge, with a 5-spoke design, were offered for the first time. In motorsport at the same time, the engine was developed into the Type 901/20 and was installed in the mid-engine 904 and 906 with an increased power output of 210 PS (154 kW; 207 hp), as well as fuel injected Type 901/21 installed in later variants of the 906 and 910 with a power output of 220 PS (162 kW; 217 hp). In August 1967, the A series went into production with dual brake circuits and widened (5.5J-15) wheels still fitted with Pirelli Cinturato tyres,[11] and the previously standard gasoline-burning heater became optional. The Targa (meaning "plate" in Italian[12]) version was introduced. The Targa had a stainless steel-clad roll bar, as automakers believed that proposed rollover safety requirements by the US National Highway Traffic Safety Administration (NHTSA) would make it difficult for fully open convertibles to meet regulations for sale in the US, an important market for the 911. The name "Targa" came from the Targa Florio sports car road race in Sicily, Italy in which Porsche had several victories until 1973. The last win in the subsequently discontinued event was scored with a 911 Carrera RS against prototypes entered by Ferrari and Alfa Romeo. The road-going Targa was equipped with a removable roof panel and a removable plastic rear window (although a fixed glass version was offered from 1968). The 110 PS (81 kW; 110 hp) 911T was also launched in 1967 with Type 901/03 engine. The 130 PS (96 kW; 128 hp) model was renamed the 911L with Type 901/06 engine and ventilated front disc brakes. The brakes had been introduced on the previous 911S. The 911R with 901/22 engine had a limited production (20 in all), as this was a lightweight racing version with thin fiberglass reinforced plastic doors, a magnesium crankcase, twin overhead camshafts, and a power output of 210 PS (154 kW; 207 hp). A clutchless semi-automatic Sportomatic[13][14] model, composed of a torque converter, an automatic clutch, and the four-speed transmission was added in Autumn 1967. It was canceled after the 1980 model year[15] partly because of the elimination of a forward gear to make it a three-speed.[15] The B series went into production in August 1968, replacing the 911L model with 911E with fuel injection. It remained in production until July 1969. The 911E gained wider tires on 6J-15 wheels.[16] The C series was introduced in August 1969 with an enlarged 2.2-litre engine (84 mm bore x 66 mm stroke). The wheelbase for all 911 and 912 models was increased from 2,211–2,268 mm (87.0–89.3 in), to help as a remedy to the car's nervous handling at the limit. The overall length of the car did not change, but the rear wheels were relocated further back. Fuel injection arrived for the 911S (901/10 engine) and for a new middle model, 911E (901/09 engine). The D series was produced from Aug. 1970 to July 1971. The 2.2-litre 911E (C and D series) had lower power output of the 911/01 engine (155 PS (114 kW; 153 hp) at 6,200 rpm) compared to the 911S's Type 911/02 (180 PS (132 kW; 178 hp) at 6,500 rpm), but 911E was quicker in acceleration up to 160 km/h (99 mph). The E series for 1972–1973 model years (August 1971 to July 1972 production) consisted of the same models, but with a new, larger 2,341 cc (2.3 L) engine. This is known as the "2.4 L" engine, despite its displacement being closer to 2.3 litres. The 911E (Type 911/52 engine) and 911S (Type 911/53) used Bosch mechanical fuel injection (MFI) in all markets. For 1972 the 911T (Type 911/57) was carbureted, except in the US and some Asian markets where the 911T also came with (MFI) mechanical fuel injection (Type 911/51 engine) with power increase over European models (130 hp) to 140 hp commonly known as a 911T/E. With power and torque increase, the 2.4-litre cars also got a newer, stronger transmission, identified by its Porsche type number 915. Derived from the transmission in the 908 race car, the 915 did away with the 901 transmission's "dog-leg" style first gear arrangement, opting for a traditional H pattern with first gear up to the left, second gear underneath first, etc. The E series had the unusual oil filler behind the right side door, with the dry sump oil tank relocated from behind the right rear wheel to the front of it in an attempt to move the centre of gravity slightly forward for better handling. An extra oil filler/inspection flap was located on the rear wing, for this reason it became known as an "Oil Klapper", "Ölklappe" or "Vierte Tür (4th door)". The F series (August 1972 to July 1973 production) moved the oil tank back to the original behind-the-wheel location. This change was in response to complaints that gas-station attendants often filled gasoline into the oil tank. In January 1973, US 911Ts were switched to the new K-Jetronic CIS (Continuous Fuel Injection) system from Bosch on Type 911/91 engine. 911S models also gained a small spoiler under the front bumper to improve high-speed stability. The cars weighed 1,050 kg (2,310 lb). The 911 ST was produced in small numbers for racing (the production run for the ST lasted from 1970 to 1971). The cars were available with engines of either 1,987 cc (2.0 L) or 2,404 cc (2.4 L) displacement, having a power output of 270 PS (200 kW; 270 hp) at 8,000 rpm. Weight was down to 960 kg (2,120 lb). The cars had success at the Daytona 6 Hours, the Sebring 12 Hours, the 1000 km Nürburgring, and the Targa Florio. 911 Carrera RS (1973 and 1974) [edit] RS stands for Rennsport in German, meaning race sport. The Carrera name was reintroduced from the 356 Carrera which had itself been named after Porsche's class victories in the Carrera Panamericana races in Mexico in the 1950s. The RS was developed to meet motorsport homologation requirements. Compared to a standard 911S, the Carrera 2.7 RS had a larger engine (2,687 cc) developing 210 PS (154 kW; 207 hp) with Bosch (Kugelfischer) mechanical fuel injection, revised and stiffened suspension, a "ducktail" rear spoiler, larger brakes, wider rear wheels and rear fenders, to fit 185/70VR15 and 215/60VR15 tyres front and rear. In RS Touring form it weighed 1,075 kg (2,370 lb), in Sport Lightweight form it was about 100 kg (220 lb) lighter, the saving coming from thin gauge steel used for parts of the body shell and also the use of thinner glass. In total, 1,580 units were made, and qualified for the FIA Group 4 class. 49 Carrera RSR cars were built with 2,808 cc (2.8 L) engines rated at 300 PS (221 kW; 296 hp). For the 1974 IROC Championship (which started in December 1973), 1973 Carrera RSR models were fitted with the 3.0 engine and a flat "whale tail" in place of the ducktail spoiler along with wide body panels and large tyres. In 1974, Porsche developed the Carrera RS 3.0 with mechanical fuel injection rated at 230 PS (169 kW; 227 hp). Its price was almost twice that of the 2.7 RS, but it offered racing capability. The chassis was largely similar to that of the 1973 Carrera RSR and the braking system was from the 917 racing car. The use of thinner metal plate panels and a minimalist interior enabled its weight to be reduced to around 900 kg (2,000 lb). The Carrera RSR 3.0 was sold to racing teams and scored wins in several major sports car races of the mid-1970s. Also, a prototype Carrera RSR Turbo (with 2.1-litre engine due to a 1.4x equivalency formula) came second at the 24 Hours of Le Mans in 1974 and won several major races, a significant event in that its engine would form the basis of many future Porsche attempts in sports car racing. This, and the earlier 917, was Porsche's commitment to turbocharger applications in its cars. 911 and 911S 2.7 (1973–1977) [edit] There is a common misconception that all 911s built between 1974 and 1989 are 'G-series' cars. In fact, the G-series was only produced for the 1974 model year. It was followed by the H, J, K, and so on. Model year 1974 (G Series. Aug. 1973 to July 1974 production) Model year 1975 (H Series. Aug. 1974 to July 1975 production) Model year 1976 (J Series. Aug. 1975 to July 1976 production) Model year 1977 (K Series. Aug. 1976 to July 1977 production) The 1974 model year brought many significant changes to the 911 to meet legislative requirements around the world for both impact safety and emissions. First, the engine size was increased to 2,687 cc achieving higher torque. Second, new impact bumpers conformed with low-speed protection requirements of US regulations. Thirdly, the use of K-Jetronic CIS Bosch fuel injection in two of the three models in the line up— the 911 and 911S models, retaining the narrow rear arches of the old 2.4, now had a 2.7-litre engine rated at 150 PS (110 kW; 148 hp) and 175 PS (129 kW; 173 hp), respectively. The standard 911 version received an increase to 165 PS (121 kW; 163 hp) for Model Year 1976, which meant that starting from MY 1976, there was only a difference in power of 10 hp between the 911 and the 911S. The engine remained a K-Jetronic 2.7-litre. The 911S 2.7 engine was rated during the entire lifespan at 175 hp (130 kW; 177 PS). Carrera 2.7 MFI and CIS (1974–1976) [edit] The Carrera 2.7 model built for all markets, except for the United States, used the 210 PS (150 kW; 210 hp) RS 911/83 engine with Bosch mechanical fuel injection pump from the 1973 Carrera RS. These Carrera 2.7 MFI models were built from 1974 until 1976 and were mechanically identical to the 1973 Carrera RS. The Carrera 2.7 model produced for the North American markets, often referred to as the Carrera 2.7 CIS, was powered by the same 2.7-litre engine as the 911S which produced 175 PS (129 kW; 173 hp). The initial Carrera 2.7 models had the same welded-on rear RS flares, before switching to the SC stamped style rear flares during the middle of the 1974 production year. The Carrera 2.7 coupés weighed in at 1,075 kg (2,370 lb), the same weight as the 1973 Carrera RS Touring. For the 1974 model year, the Carrera 2.7 was available with the "ducktail" rear spoiler first introduced with the 1973 Carrera RS. In the North American markets, the ducktail was standard equipment for the Carrera. All other markets the ducktail was optional, except for the home German market where the ducktail had been outlawed by the TÜV road homologation department. This led to the introduction of the whale tail rear spoiler, available as an option on the 1974-75 Carrera 2.7 models, as well as the newly introduced 930 Turbo. The Carrera 2.7 was replaced by the Carrera 3.0 for the 1976 model year, except for a special run of 113 1976 Carrera 2.7 MFI coupés were built for the German market featuring the 911/83 RS engine, with an additional 20 narrow-bodied 1976 Carrera MFI 2.7 Targas being supplied to the Belgian Gendarmerie. The 1976 Carrera 2.7 MFI Sondermodells were the last mechanically fuel injected 911 produced by Porsche and still featured the 1973 RS engine. 912E (1976) [edit] For the 1976 model year, the 912E was produced for the U.S. market. This was a 4-cylinder version of the 911 in the same manner as the 912 that had last been produced in 1969. It used the I-series chassis powered by the Volkswagen 2.0 engine also used in the Porsche 914 for 1973 through 1975 model years. 2,099 units were produced. The 912E was replaced by the front-engine Porsche 924 for the 1977 model year. Carrera 3.0 (1976–1977) [edit] For the 1976 model year, Porsche introduced the Carrera 3.0 with wide rear flares, optional whaletail, and a variety of other luxury options. It was available in all markets except North America. The Carrera 3.0 was fitted with a variation of the 930 Turbo's 2994 cc engine (minus the turbocharger). The engine (dubbed the 930/02) featured K-Jetronic CIS. It developed 200 PS (147 kW; 197 hp) in contrast to the older Carrera 2.7 MFI model's 210 PS (154 kW; 207 hp). The crankcase and gearbox housing were made of aluminium rather than magnesium for improved reliability. Magnesium cases were reviled for thermal expansion/contraction issues as engines grew in displacement and heat generation also increased. The new engine, which featured bigger intake and exhaust valves, produced greater torque allowing the Carrera 3.0 to achieve the same performance as the previous Carrera 2.7, 0–100 km/h (0–62 mph) in 6.1 seconds and 0–200 km/h (0–124 mph) in 27 seconds. Both versions boasted a top speed of approximately 236 km/h (147 mph). Weight increased marginally by 45 kg (99 lb) to 1,120 kg (2,470 lb). The 911 Carrera 3.0 was produced in both targa (1,125 examples produced) and coupé (2,566) versions. The Carrera 3.0 was available with a manual gearbox (type 915) with 4 or 5 speeds as well as 3-speed automatic transmission (called the Sportomatic). Production totals were 3,691 manual cars and 58 Sportomatic cars. 930 Turbo and Turbo Carrera 3.0-litre (1975–1977) [edit] Main article: Porsche 930 For the 1975 model year, Porsche introduced the first production turbocharged 911. Although called the 930 Turbo (930 being its internal type number) in Europe, it was marketed as the 930 Turbo Carrera in North America.[citation needed] The body shape incorporated wide wheel-arches to accommodate the wide 205/50R15 & 225/50R15 Pirelli P7 tyres, and a large rear spoiler often known as a "whale tail" on the early cars (modified from the original 1974 IROC design). They were initially fitted with a 3.0-litre engine producing 260 PS (191 kW; 256 hp), and a four-speed manual transmission. Production of the first 400 units qualified the 930 for FIA Group 4 competition. With the racing version called the Porsche 934 of 1976 participating at the 24 Hours of Le Mans and other races including battles with the BMW 3.0 CSL "Batmobile". The FIA Group 5 version called Porsche 935 evolved from the 934. Fitted with a slope nose or "slant nose", the 500+ PS car was campaigned in 1976 by the factory, winning the world championship title. Private teams went on to win many races, like Le Mans in 1979, and continued to compete successfully with the car well into the 1980s until the FIA and IMSA rules were changed. 930 Turbo 3.3-litre (1978–1989) [edit] Main article: Porsche 930 For the 1978 model year, Porsche revised the 930 with a larger 3.3-litre turbocharged engine with intercooler rated at 300 PS (221 kW; 296 hp). To fit the intercooler a newly designed "tea-tray" tail spoiler replaced the earlier whale tail spoiler. Porsche dropped the "Carrera" nomenclature for the North American markets and the car was simply called the Porsche 911 Turbo worldwide. The larger engine helped reduce some of the turbo lag inherent in the earlier models. In 1989, a 5-speed manual transmission became available for the 930. The 930 was replaced in 1990 with the 964 turbo featuring the same 3.3-litre engine. There have been turbocharged variants of each subsequent generation of 911 since then. 911SC (1978–1983) [edit] In 1978, Porsche introduced the new version of the 911, called the '911SC'. Porsche reintroduced the SC designation for the first time since the 356SC (as distinguished from the race engined 356 Carrera). There was no Carrera version of the 911SC. According to modern-day Porsche literature and websites (there is no period reference to SC meaning anything) the "SC" stands for "Super Carrera". It featured a 3.0-litre aluminium engine with Bosch K-Jetronic fuel injection and a 5-speed 915 transmission. Originally power output was 180 PS (132 kW; 178 hp), later 191 PS (140 kW; 188 hp) and then in 1981 it was increased to 204 PS (150 kW; 201 hp). The move to an aluminium engine was to regain case reliability, something missing for many years with magnesium. In 1981 a Cabriolet concept car was introduced at the Frankfurt Motor Show. The convertible body design also featured four-wheel drive, although this was dropped in the production version. The first 911 Cabriolet debuted in late 1982, as a 1983 model. This was Porsche's first cabriolet since the 356 of the mid-1960s. A total of 4,214 were sold in its introductory year, despite its premium price relative to the open-top targa.[17] Cabriolet versions of the 911 have been offered ever since. In 1979, Porsche had made plans to replace the 911 with their new 928 company flagship.[citation needed] Sales of the 911 remained so strong, however, that Porsche revised its strategy and decided to inject new life into the 911 editions.[citation needed] 911 SC sales totaled 58,914 cars.[17] Peter W. Schutz (CEO Porsche AG 1981–1987) wrote: The decision to keep the 911 in the product line occurred one afternoon in the office of Dr. Helmuth Bott [de], the Porsche operating board member responsible for all engineering and development. I noticed a chart on the wall of Professor Bott's office. It depicted the ongoing development schedules for the three primary Porsche product lines: 944, 928 and 911. Two of them stretched far into the future, but the 911 program stopped at the end of 1981. I remember rising from my chair, walking over to the chart, taking a black marker pen, and extending the 911 program bar clean off the chart. I am sure I heard a silent cheer from Professor Bott, and I knew I had done the right thing. The Porsche 911, the company icon, had been saved, and I believe the company was saved with it.[18] Carrera 3.2 (1984–1989) [edit] The replacement for the SC series came in 1984 as the 911 3.2 Carrera, reviving the Carrera name for the first time since 1977. This was the last iteration in the original 911 series, with all subsequent models featuring new body styling and new brake, electronic, and suspension technologies. A new higher-displacement engine, a 3.2-litre horizontally opposed flat 6-cylinder unit, was utilized. At the time Porsche claimed it was 80% new.[19] The new swept volume of 3,164 cc was achieved using the 95 mm (3.7 in) bore (from the previous SC model) combined with the 1978 Turbo 3.3 crankshaft's 74.4 mm (2.9 in) stroke. In addition, higher domed pistons increased the compression ratio from 9.8 to 10.3:1 (9.5:1 for the US market). New inlet manifold and exhaust systems were fitted. The 915 transmission was carried over from the SC series for the first three model years. In 1987, the Carrera got a new five-speed gearbox sourced from Getrag, model number G50 with proven BorgWarner synchronizers. This slightly heavier version also featured a hydraulically operated clutch. With the new engine, power was increased to 207 hp (154 kW; 210 PS) (at 5,900 rpm) for North American-delivered cars and to 237 PS (174 kW; 234 hp) (at 5,900 rpm) for most other markets. This version of the 911 accelerated 0–97 km/h (0–60 mph) in 5.4 seconds and had a top speed of 240 km/h (150 mph) as measured by Autocar. Factory figures were more modest: 0–97 km/h (60 mph) time of 6.3 seconds for the US version and 6.1 seconds for cars outside the American market. The brake discs were increased in size to aid in more effective heat dissipation and improved oil-fed chain tensioners were fitted to the engine. To improve oil cooling, a finned cooler replaced the serpentine lines in the front passenger fender well. This was further improved in 1987, with the addition of a thermostatically controlled fan. Driving refinement and motor reliability were improved with an upgrade of the fuel and ignition control components to an L-Jetronic with Bosch Motronics 2 DME (Digital Motor Electronics system). An improvement in fuel efficiency was due to the DME providing a petrol cut-off on the overrun. Changes in the fuel map and chip programming from October 1986 further improved the power to 217 hp (162 kW; 220 PS) (at 5,900 rpm) for North American delivered cars as well as for other markets mandating low emissions, like Germany. Three basic models were available – coupé, targa and cabriolet. The Carrera is almost indistinguishable from the SC with the external clue being the front fog lights that were integrated into the front valance. Only cosmetic changes were made during the production of the Carrera, with a redesigned dashboard featuring larger air conditioning vents appearing in 1986. In 1984, Porsche also introduced the M491 option. Officially called the Supersport in the UK, it was commonly known as the "Turbo-Look".[citation needed] It was a style that resembled the 930 Turbo with wide wheel arches and the distinctive "tea tray" tail. It featured the stiffer suspension shared with the Turbo and the superior Turbo braking system as well as the wider Turbo wheels. Sales of the Turbo-Look were high for its first two years in the United States because the desirable 930 was not available. 3,663 were sold until 1989. The Turbo-Look, received official title in the sales lists, as the 930 Chassis option starting in model year 1984. The order was now possible without the special wish department (as previously). At first, only available for the Coupé, some cabriolets were still ordered with Turbo-Look items without having option code M491 in the internal data sheets (cardex). For these cars the "Sonderwunsch" dept. was once more responsible. From model year 1985 the Turbo-Look option could be ordered on all three models; Coupé, Cabriolet and Targa produced together with the narrow body on the same production line. The Turbo-Look option package contained: Front fenders of 930 Turbo; which, were attached the same way as the Turbo, first by welding flares to the narrow fender, then from model year 1986 a new, widened fender as a one piece stamped steel part was developed. Side rear 930 widened fenders at the back; which, was attached the same way as the Turbo, first by welding flares to the narrow body, then from model year 1986 a new, widened quarter panel as one piece stamped steel part was manufactured. Porsche service information reads: "The visible from inside weld seam is omitted. The drawing part is now manufactured in one piece" The 930 front apron with Black rubber elastic spoiler with integrated front driving lights. The 930 Turbo rear wing with the black rubber elastic lip of the Porsche 930 3.3 Intercooled model. One could cancel the front spoiler and back spoiler - first without a change in price; however, later the package price decreased by about 2000 - DM. Such vehicles were documented, in addition, with the option M470. The complete brake assembly of the 930 Turbo 3.3, derived for the Porsche 917. Axle brackets and anti-sway bars of the Turbo 3.3 (first 20 mm then 22 mm rear, as well as 23 mm in front). FUCHS Magnesium with dimensions: Front: 7x16 and Rear 9x16 – with tyres 205 55 x 16 and 245 50 x 16 (from Model year 1986). The Turbo-Look option package did not include: Bilstein shocks/struts of the Turbo – Instead the Turbo-Look used the Carrera Boge units. The 930 tie rods of the Turbo. There was no independent chassis number given for the M491/M490 optioned vehicles.[20] In 1985, Porsche introduced the first Carrera Club Sport prototype with the identification number WP0ZZZ91ZF100848. Later on in that year, a 911 Club Sport Row (Rest Of World) with the identification number WP0ZZZ91ZFS101166 was special ordered for a Porsche driver that was particularly inspired by the CS prototype on the track. From 1987 to September 1989, Porsche decided to produce 340 units for their customers that wanted a track inspired road car, The 911 Carrera Club Sport (CS) (option M637), is a reduced weight version of the standard Carrera purposely built for club racing, it gained engine and suspension modifications. The CS had a blueprinted engine with hollow intake valves and a higher rev limit, deletion of: all power options, sunroof (except one unit), air conditioning (except two units), radio, rear seat, undercoating, sound insulation, rear wiper, door pocket lids, fog lamps, front hood locking mechanism, engine and luggage compartment lights, lockable wheel nuts and even the rear lid "Carrera" logo, all in order to save an estimated 70 kg (150 lb) in weight. With the exception of CS cars delivered to the UK, all are identifiable by the "CS Club Sport" decal on the left front fender and came in a variety of colours, some special ordered. Some U.S. CS cars did not have the decal installed by the dealer; however, all have a "SP" stamp on the crankcase and cylinder head. The UK cars were all finished "Grand Prix White" with a red "Carrera CS" decal on each side of the car and red wheels. Although the CS was well received by the club racers, because it cost more than the standard 911, but had fewer comfort features. According to Porsche Club of America and Porsche Club Great Britain CS Registers, 21 are documented as delivered to the U.S. in 1988 with 7 in 1989, one to Canada in 1988 and 53 to the United Kingdom from 1987 to 1989.[citation needed] In 1988, Porsche produced 875 examples of the CE or Commemorative Edition 911 Carrera in coupe, targa and cabriolet variants to mark the production of the 250,000th 911. Distinguishing features include special diamond blue metallic paint with colour-matched Fuchs wheels, front and rear spoilers, and interior carpets and leather. These cars also featured Dr. Ferdinand Porsche's signature embroidered on the seats in the headrest area. Of the 875 examples produced, only 300 were imported to the US (120 coupes, 100 cabrio's and 80 Targa's), 250 were sold in Germany, 50 went to the UK, and the remainder to other countries. For 1989, Porsche produced the 25th Anniversary Special Edition model to mark the 25th year of 911 production. The 1989 Porsche brochure lists production of 500 U.S. market cars, of which 300 were coupés (240 in silver metallic paint and 60 in satin black metallic), and 200 cabriolet models (160 in silver and 40 in black). All had "silk grey" leather with black accent piping and silk grey velour carpeting. Included were body colour Fuchs wheels in 6x16 (front) and 8x16 (rear), stitched leather console with an outside temperature gauge and a CD or cassette holder, a limited-slip differential, and a short shifting gear lever, as well as small bronze "25th Anniversary Special Edition" badges. The 911 Speedster (option M503), a low-roof version of the Cabriolet which was evocative of the 356 Speedster of the 1950s, was produced in limited numbers (2,104 units) starting in January 1989 until July 1989 as both a narrow body car and a Turbo-look. The narrow version production was 171 units. The Speedster started as a design under Helmuth Bott [de] in 1983 but was not manufactured until six years later. It was a two-seat convertible that featured a low swept windshield.[21] Total production of the 911 3.2 Carrera series was 76,473 cars (35,670 coupé, 19,987 cabrio, 18,468 targa).[22] According to the manufacturer in 2014, an estimate of around 150,000 of the 911 cars from the model years 1964 to 1989 are still on the road at that date.[23] 964 Series (1989–1993) [edit] Main article: Porsche 964 For 1989 the 911 underwent a major evolution with the introduction of the Type 964. With technologies from the 959 flagship model, this would be an important car for Porsche, since the world economy was undergoing recession and the company could not rely on its image alone. It was launched as the Carrera 4, the "4" indicating four-wheel-drive, demonstrating the company's commitment to engineering. Drag coefficient was down to 0.32. A rear spoiler deployed at high speed, preserving the purity of design when the vehicle was at rest. The chassis was redesigned overall. Coil springs, ABS brakes and power steering made their debut. The engine was increased in size to 3,600 cc and was rated at 250 PS (180 kW; 250 hp). The rear-wheel-drive version, the Carrera 2, arrived a year later. The 964 incarnation of the 911 Turbo returned in 1990 after an absence from the price lists. At first, it used a refined version of the 3.3 L engine of the previous Turbo, but two years later a turbocharged engine based on the 3.6 L engine of the other 964 models was introduced. In 1990, Porsche introduced the ahead-of-its-time Tiptronic automatic transmission in the 964 Carrera 2, featuring adaptive electronic management and full manual control. The 964 was one of the first cars in the world offered with dual airbags standard (from 1991), the first being the 944 Turbo (from 1987). In 1992, Porsche re-introduced a limited-edition RS model, inspired by the 1973 Carrera RS and emissions-legal in Europe only. In 1993, appeals from American customers resulted in Porsche developing the RS America of which 701 units were built. In 1994, the RS America returned with rear seats. A total of 84 RS America cars were made in 1994. However, while European RS was a homologation special, RS America was an option delete variant of the regular model. The RS 3.8 of 1993 had Turbo-style bodywork, a larger fixed whale tail in place of the electronically operated rear spoiler, and a 300 PS (220 kW; 300 hp) 3,746 cc (3.7 L) engine. Since the RS/RS America was intended as a no-compromise, higher performance version of the 964, there were four factory options available: a limited-slip differential, AM/FM cassette stereo, air conditioning, and a sunroof. The interior was more basic than a standard 911 as well; for example, the interior door panels lacked the armrests and door pockets and had a simple pull strap for the opening mechanism. 964 Turbo (1990–1994) [edit] In 1990 Porsche introduced a turbocharged version of the 964 series. This car is sometimes mistakenly called 965 (this type number actually referred to a stillborn project that would have been a hi-tech turbocharged car in the vein of the 959). For the 1991 through 1993 model years, Porsche produced the 964 Turbo with the 930's 3.3 L engine, improved to have a power output of 320 PS (235 kW; 316 hp). 1994 brought the Carrera 2/4's 3.6 L engine, now in turbocharged form and sending 360 PS (265 kW; 355 hp) to the rear wheels. With the 993 on the way, this car was produced through 1994 and remains rather rare. 993 Series (1994–mid 1998) [edit] Main article: Porsche 993 The 911 was again revised for model year 1994 under the internal name Type 993. This car was significant as it was the final incarnation of the air-cooled 911 first introduced in 1964. Car & Driver noted, "Porsche's version of the Goldilocks tale is the 993-generation 911, the one many Porschephiles agree that the company got just right," with an "ideal blend of technology and classic 911 air-cooled heritage."[24] Porsche itself refers to the 993 as "a significant advance, not just from a technical, but also a visual perspective."[25] "993s especially [are] widely regarded as the best the 911 ever got."[26] The exterior featured all-new front and rear ends. The revised bodywork was smoother, having a noticeably more aerodynamic front end somewhat reminiscent of the 959. Styling was by Englishman Tony Hatter under the supervision of design chief Harm Lagaay and was completed in 1991. Along with the revised bodywork, mechanically the 993 also featured an all-new multilink rear suspension that improved the car's ride and handling. This rear suspension was largely derived from the stillborn Porsche 989's rear multilink design and served to rectify the problems with earlier models' tendency to oversteer if the throttle or brakes were applied mid-corner. These modifications also reduced previous 911's lift-off oversteer problems to a much more moderate degree. The new suspension, along with chassis refinements, enabled the car to keep up dynamically with the competition. Engine capacity remained at 3.6 L, but power rose to 272 PS (200 kW; 268 hp) due to better engine management and exhaust design, and beginning with model year 1996 to 286 PS (210 kW; 282 hp). The 993 was the first Porsche to debut variable-length intake runners with the "Varioram" system on 1996 models. This addressed the inherent compromise between high-rpm power production and low-rpm torque production and was one of the first of its kind to be employed on production vehicles. However, the Varioram version with its OBD II had issues with carbon deposits, resulting in failed smog tests. This caused expensive repairs and made comparisons with the 1995 car (with OBD I and just 12 hp less) inevitable. Meanwhile, a new four-wheel-drive system was introduced as an option in the form of the Carrera 4, the rear-wheel-drive versions simply being called Carrera or C2. A lightweight RS variant had a 3.8 L engine rated at 300 PS (221 kW; 296 hp), and was only rear-wheel drive. The Targa open-topped model also made a return, this time with a large glass roof that slid under the rear window. The expensive air-cooled 993 Targa had a limited production run between 1996 and 1998. [Production numbers:[27] 1996: US/Can: 462 ROW: 1980, 1997: US/Can: 567 ROW: 1276, 1998: US/Can: 122 (100 Tiptronic / 22 Manual)] As an investment, the 1997 and 1998 Carrera S version has proven the most desirable (apart from even rarer models such as the RS and Turbo S). "Many find that they are the best looking 911 there is and used prices have always seemed to reflect this. They command a hefty premium in today's market and the very best example wide body cars can be priced more than the higher mileage Turbos."[28] Of the widebody 993 series, "The purists will want 2 wheel drive and nothing else will do."[29] Similarly, purists will insist upon the manual transmission over the automatic "Tiptronic" version; this is even more true in the case of the 993 as compared with other models, because Porsche 993s were the first production model (apart from the 959 flagship sports car) to feature a 6-speed manual transmission.[30] The C2S wide-body 993 models are in scarce supply, with none built in 1995 or 1996, and just 759 units made for North America in 1997, with a final supply of 993 in 1998, for a total of 1,752 C2S examples overall.[31] 993 Turbo (1995–1997) [edit] A turbocharged version of the 993 was launched in 1995 and became the first standard production Porsche with twin turbochargers and the first 911 Turbo to be equipped with permanent all-wheel-drive (the homologated GT2 version based on the Turbo retained RWD). The similarity in specification and in performance levels inspired several comparison road tests with the 959.[32] The differences were striking - the 959 had a much smaller engine, sequential turbocharging and a computer-controlled all wheel drive system. The 3.6L twin-turbocharged M64/60 engine is rated at 408 PS (300 kW; 402 hp) at 7,000 rpm and uses an internal combustion powertrain architecture.[33] The performance was outstanding at the time, as 0 to 97 km/h (60 mph) has been measured at 3.2 seconds, and the braking was even more impressive in 2.3 seconds from the same speed. The car's top speed was measured at 322 km/h (200 mph) The 993 turbo had parallel turbochargers, 3.6 litres of displacement, and a viscous coupling for the centre differential in the AWD drivetrain. The turbo was only produced in 1996 and 1997 model years. The main difference was that the ECU in the 1996 model year could not be flashed for an upgrade, while the 1997 could. Additionally, the 1996 year had Porsche crested centre caps on the wheels, while the 1997 had turbo inscribed. Another difference is the motion sensor and map lights above the interior rear view mirror on the 1997 while the 1996 had no such devices. In 1997, Porsche introduced a limited run of 183 units of the Sport version of the 993 turbo dubbed the turbo S. With 24 PS (18 kW; 24 hp) over the regular Turbo's 408 PS (300 kW; 402 hp), features include a scoop on the side right behind the doors for engine cooling and vents on the whale tail rear spoiler. Aside from an upgraded ECU mapping, a centre oil cooler behind the centre air intake at the front bumper was added. Water-cooled engines (1998–present) [edit] 996 (1999–2005) [edit] Main article: Porsche 996 The Type 996 introduced in 1998 represented two major changes for the venerable 911 lineage: a water-cooled flat-6 engine replaced the popular air-cooled engine used in the 911 for 34 years and the body shell received its first major re-design. Changing to a water-cooled engine was controversial with Porsche traditionalists, who noted this as the end of the 'true' 911. The 996 styling shared its front end with Porsche's mid engine entry-level Boxster. Pinky Lai's work on the exterior won international design awards between 1997 and 2003.[34] The Carrera variant had a 0.30 coefficient of drag. The interior was criticized for its plainness and its lack of relationship to prior 911 interiors, although this came largely from owners of older 911s.[35] The Type 996 spawned over a dozen variations, including an all-wheel-drive Carrera 4 and Carrera 4S (the latter which had a 'Turbo look' in facelift form) models, the club racing-oriented GT3 and GT3 RS instead of a Carrera RS variant and the forced-induction 996 Turbo and GT2. The Turbo, which was four-wheel-drive and had a twin-turbocharged engine, often made appearances in magazines' lists of the best cars on sale. The Carrera and Carrera 4 underwent revisions for the 2002 model year, receiving clear lens front and rear indicator lights which were first seen on the Turbo version two years earlier. This allowed the 911 to be more distinguishable from the Boxster. A mildly revised front fascia was also introduced, though the basic architecture remained. Engine displacement was 3.4 L and power output was 300 PS (221 kW; 296 hp) featuring a change to an "integrated dry sump" design and variable valve timing. The displacement was increased in 2002 to 3.6 L and power received an increase to 320 PS (235 kW; 316 hp). The folding roof mechanism on the convertible variants required 19 seconds for operation. An electronically adjustable rear spoiler was installed that raised at speeds over 120 km/h (75 mph). It could also be raised manually by means of an electric switch. Starting from the models with water-cooled engines, all variants of the 911 Carrera do not come with rear limited-slip differential, except the 40th Anniversary 911, GT2, GT3 and Turbo. The exception would be for MY1999 where the limited-slip differential was available as option code 220.[citation needed] 996 GT3 (1999–2004) [edit] Porsche introduced a road-legal GT3 version of the 996 series which was derived from the company's racing car used in the GT3 class racing. Simply called GT3, the car featured lightweight materials including thinner windows and deletion of the rear seats. The GT3 was a lighter and more focused design with an emphasis on handling and performance, a concept that dates back to the 1973 Carrera RS. The suspension ride height was lowered and tuned for responsiveness over compliance and comfort. These revisions improved handling and steering. Of more significance was the engine used in the GT3. Instead of using a version of the water-cooled units found in other 996 models, the naturally aspirated engine was derived from the 911 GT1 '98 sports-prototype racing car and featured lightweight materials which enabled the engine to have higher rpm. The engine used was a naturally aspirated 3,600 cc (3.6 L) flat-six rather than the engine from the pre-facelift and revised Carrera. The 996 GT3 is capable of accelerating from 0 to 100 km/h (62 mph) in 4.4 seconds and from 0 to 200 km/h (124 mph) in 14 seconds, with a maximum speed of 306 km/h (190 mph).[36] It is rated at 365 PS (268 kW; 360 hp) at first and later improved to 386 PS (284 kW; 381 hp) at the end of the 996 series' revision. 996 Turbo (2001–2005) [edit] In 2000, Porsche launched the turbocharged version of the Type 996 for the 2001 model year. Like the GT3, the Turbo's engine was derived from the engine used in the 911 GT1 and, like its predecessor, featured twin-turbos and now had a power output of 420 PS (309 kW; 414 hp).[37] Also like its predecessor, the new Turbo was only available with all-wheel drive. In 2002, the X50 package was available that increased the engine output to 450 PS (331 kW; 444 hp) with 620 N⋅m (457 lb⋅ft) of torque across a wide section of the power band. With the X50 package, the car could accelerate from 0–100 km/h (0–62 mph) in 3.91 seconds. Later on toward the end of the 996 life cycle, the Turbo S nameplate also returned with the debut of the cabriolet variant as well. The Turbo S boasted even more power— 450 PS (331 kW; 444 hp) and 620 N⋅m (460 lb⋅ft)— than the standard Turbo courtesy of the X50 package being standard. The Turbo S was limited to 1,500 units worldwide. The Turbo can reach a top speed of 304 km/h (189 mph).[37] The styling was more individual than the previous generations of the Turbo. Along with the traditional wider rear wing, the 996 Turbo had different front lights and bumpers when compared to the Carrera and Carrera 4. The rear bumper had air vents reminiscent of those on the 959 and there were large vents on the front bumper. 997 (2004–2013) [edit] Main article: Porsche 997 The 996 was replaced with the 997 in 2004, for the 2005 model year. It retains the 996's basic profile, with an even lower 0.28 drag coefficient, but draws on the 993 for detailing. In addition, the new headlights revert to the original bug-eye design from the teardrop scheme of the 996. Its interior is also similarly revised, with strong links to the earlier 911 interiors while at the same time looking fresh and modern. The 997 shares less than a third of its parts with the outgoing 996, but is still technically similar to it. Initially, two versions of the 997 were introduced— the rear-wheel-drive Carrera and Carrera S. While the base 997 Carrera had a power output of 325 PS (239 kW; 321 hp) from its 3.6 L Flat 6, a more powerful 3.8 L 355 PS (261 kW; 350 hp) Flat 6 powers the Carrera S. Besides a more powerful engine, the Carrera S also comes standard with 19 in (48 cm) "Lobster Fork" style wheels, more powerful and larger brakes (with red calipers), lowered suspension with PASM (Porsche Active Suspension Management: dynamically adjustable dampers), Xenon headlamps, and a sports steering wheel. In late 2005, Porsche introduced the all-wheel-drive versions to the 997 lineup. Carrera 4 models (both Carrera 4 and Carrera 4S) were announced as 2006 models. Both Carrera 4 models are wider than their rear-wheel-drive counterparts by 1.76 in (45 mm) to cover wider rear tyres. The 0–100 km/h (0–62 mph) acceleration time for the Carrera 4S with the 355 PS (261 kW; 350 hp) engine equipped with a manual transmission was reported at 4.8 seconds.[38] The 0–100 km/h (62 mph) acceleration for the Carrera S with the 355 PS (261 kW; 350 hp) was noted to be as fast as 4.2 seconds in a Motor Trend comparison, and Road & Track has timed it at 3.8 seconds. The 997 lineup includes both 2- and 4-wheel-drive variants, named Carrera and Carrera 4 respectively. The Targas (4 and 4S), released in November 2006, are 4-wheel-drive versions that divide the difference between the coupés and the cabriolets with their dual, sliding glass tops. The 997 received a larger air intake in the front bumper, new headlights, new rear taillights, new clean-sheet design direct fuel injection engines, and the introduction of a dual-clutch gearbox called PDK for the 2009 model year.[39][40] They were also equipped with Bluetooth support. The change to the 7th generation (991) took place in the middle of the 2012 model year. A 2012 Porsche 911 can either be a 997 or a 991, depending on the month of the production. 997 Turbo [edit] The turbocharged version of the 997 series featured the same 3.6 L twin-turbocharged engine as the 996 Turbo, with modifications to have a power output of 480 PS (353 kW; 473 hp) and 620 N⋅m (457 lb⋅ft) of torque. It has VTG (variable turbine geometry), that combines the low-rev boost and quick responses of a small turbocharger with the high-rev power of a larger turbocharger. It also offers higher fuel efficiency compared to the 996 Turbo. The 997 Turbo features a new all-wheel-drive system, similar to the one found on the Cayenne. The new PTM (Porsche Traction Management) system incorporates a clutch-based system that varies the amount of torque to the wheels to avoid tyre slippage. According to Porsche, redirecting torque to control oversteer or understeer results in neutral handling as well as greatly improved performance in all weather conditions. For the face lifted 2010 model year 911 Turbo, known internally as the 997.2 (as opposed to the 997.1 2007-2009 model years), launched in August 2009,[41] the PTM system was tweaked to give a more rearward power bias. The paddle shifters for the PDK double-clutch gearbox debuted on the Turbo.[41] The turbo uses a different engine. The previous water-cooled turbo models (996 and 997) measured 3,600cc. This new engine measures 3,800 cc (4 L) and was first developed for the Carrera that was launched in 2008. The variable-vane twin turbochargers have also been reworked to increase responsiveness, and the intercooler and fuel system were uprated. The engine has a power output of 493 PS (363 kW; 486 hp) which is 20 hp more than the outgoing model.[41] The steering wheel also houses a display showing when Sport, Sport Plus and launch control have been selected through the optional Sport Chrono package.[41] Porsche claimed that the new 911 turbo will accelerate from 0 to 100 km/h (0 to 62 mph) in 3.4 seconds, or 0–60 mph in 3.2 seconds and could reach a top-speed of 312 km/h (194 mph). As with the 996 Turbo, the car featured distinctive styling cues over the Carrera models including front LED driving/parking/indicator lights mounted on a horizontal bar across the air intakes. The traditional rear wing is a variation of the 996 bi-plane unit. A new 911 Turbo S was set for production in 2010. It is a fully optioned Porsche 911 Turbo with a PDK gearbox and sports exhaust as standard. It also comes with re-engineered turbochargers to give an extra 30 horsepower increase to a total of 523 PS (385 kW; 516 hp). 997 GT3 [edit] The 911 GT3 was added to the 997 lineage on 23 February 2006. Performance figures include a 0–100 kilometres per hour (0–62 mph) acceleration time of 4.1 seconds and a top speed of 310 km/h (193 mph), almost as fast as the Turbo. Porsche's factory reports were proven to be conservative about the performance of the car; Excellence magazine tested the 997 GT3 and recorded a 0–100 km/h (62 mph) of 3.9 seconds and a top speed of 312 km/h (194 mph). It was at that time crowned "the best handling car in America" by Motor Trend.[citation needed] 997 GT3 RS [edit] The 911 GT3 RS was announced in early 2006 as a homologation version of the GT3 RSR racing car for competition events like Sebring and the 24 Hours of Le Mans. The drivetrain of the RS is based on the 911 GT3, except for the addition of a lightweight flywheel and closer gear ratios for further improved response under acceleration. Unlike the GT3, the RS is built on the body and chassis of the 911 Carrera 4 and Turbo, and accordingly has a wider rear track for better cornering characteristics on the track. Visually, the RS is distinguished by its distinctive colour scheme – bright orange or green with black accents, which traces its roots to the iconic Carrera RS of 1973. The plastic rear deck lid is topped by a wide carbon-fibre rear wing. The front airdam has been fitted with an aero splitter to improve front downforce and provide more cooling air through the radiator. The European version of the RS is fitted with lightweight plexiglass rear windows and a factory-installed roll cage. Production of the first generation 997 GT3 RS ended in 2009. An estimated 413 units were delivered to the US and the worldwide production run is estimated to be under 2,000 vehicles.[42] In August 2009, Porsche announced the second generation of the 997 GT3 RS with an enlarged 3.8-litre engine having a power output of 450 PS (331 kW; 444 hp), a modified suspension, dynamic engine mounts, new titanium sport exhaust, and modified lightweight bodywork.[43] In April 2011, Porsche announced the third generation of the 997 GT3 RS with an enlarged 4.0-litre engine having a power output of 500 PS (368 kW; 493 hp), Porsche designed the GT3 RS 4.0 using lightweight components such as bucket seats, carbon-fibre bonnet and front wings, and poly carbonate plastic rear windows for weight reduction, while using suspension components from the racing version. Other characteristics include low centre of gravity, a large rear wing and an aerodynamically optimised body. The lateral front air deflection vanes, a first on a production Porsche, increase downforce on the front axle. Aided by a steeply inclined rear wing, aerodynamic forces exert an additional 190 kg, enhancing the 911 GT3 RS 4.0's grip to the tarmac. The GT3 RS 4.0 weighs 1,360 kg (2,998 lb).[44] 997 GT2 [edit] The Type 996 911 GT2 was superseded by the Type 997 GT2 in 2007. The new car was announced on 16 July of that year but was launched during the 62nd Frankfurt Motor Show, held every other year in Frankfurt, Germany. It arrived in dealerships from November 2007.[45] The 997 GT2 has a twin-turbocharged 3.6-litre flat-6 engine, which generates 530 PS (390 kW; 523 hp)[46] at 6,500 rpm, and 505 lb⋅ft (685 N⋅m) of torque from 2,200 to 4,500 rpm. It has a 6-speed manual transmission and is rear wheel drive. With a curb weight of 1,440 kg (3,175 lb), the 997 GT2 accelerates from 0–97 km/h (0–60 mph) in 3.6 seconds, and from 0 to 161 km/h (100 mph) in 7.4 seconds, and has a top speed of 328 km/h (204 mph). This makes it the first street-legal 911 to exceed 322 km/h (200 mph) barrier, with the exception of the 1998 911 GT1 road car (which is broadly considered not to be a true 911 due to its mid-mounted engine). Motor Trend tested a 2008 Porsche 911 GT2 and achieved a 0–60 mph (97 km/h) acceleration time of 3.4 seconds, and 11.4 seconds at 127.9 mph (205.8 km/h) for the quarter mile. The GT2 also recorded a braking distance from 60 to 0 mph (97 to 0 km/h) of 98 feet (30 m) and recorded 1.10g lateral grip.[47] The GT2 made an appearance on Top Gear, where it had a lap time of 1:19.5, faster than a Carrera GT by .3 of a second. Its appearance differs slightly from its sister-car, the 911 (997) Turbo, in a few ways. It does not have fog lights in the front bumper, it has a revised front lip, it has a different rear wing (with two small air scoops on either side), and it has a different rear bumper (now featuring titanium exhaust pipes). The 997 GT2 is also different from the 997 Turbo in that it is rear-wheel-drive rather than all-wheel-drive.[48] 997 GT2 RS [edit] On 4 May 2010, an RS variant was announced to German dealers in Leipzig. The GT2 RS develops 620 PS (456 kW; 612 hp) and 700 N⋅m (516 lb⋅ft) of torque and weighs 70 kg (150 lb) less than the standard GT2, allowing for a top speed of 330 km/h (205 mph) and a 0–100 km/h (0–62 mph) acceleration time of 3.4 seconds.[49] The 997 GT2 RS uses PASM sports suspensions and PSM stability management, with side air intakes without struts. This model is only available in the colors Guards Red, Cararra White, or GT Silver.[50] Sport Classic [edit] Unveiled at the 2009 Frankfurt Auto Show,[51] the Sport Classic is a limited (250 units- all sold in under 48 hours) version of 911 Carrera S coupé, inspired by the 1973 Carrera RS 2.7. The engine is rated at 408 PS (300 kW; 402 hp) via newly developed resonance intake manifold with 6 vacuum-controlled switching flaps. It includes 6-speed manual transmission, double-dome roof, 44 mm (1.7 in) wider rear fenders, SportDesign front apron with a spoiler lip and a fixed 'duck tail' rear wing (similar to the one found on the 1973 Carrera RS 2.7), PCCB Porsche Ceramic Composite Brakes, 20 mm (0.8 in) lower PASM sports suspension, mechanical rear axle differential, 19-inch black Fuchs wheels, Porsche Exclusive woven leather seats and door panels, dashboard with Espresso Nature natural leather upholstery, and a specially developed Sport Classic Grey body colour. Carrera GTS [edit] For the 2011 model year, Porsche introduced the first-ever GTS model for the 911. Designed as a driver's car, the GTS was more powerful than the S, better handling via a bespoke suspension design, and positioned as a more street-friendly alternative to the GT3, Porsche's track-focused 911 variant. The GTS featured race-inspired Centerlock wheels, unique styling including a Sport Design front bumper, special rear bumper, blackout trim, side skirts borrowed from the GT2 model, brushed stainless steel "Carrera GTS" door sills and Alcantara trim. Many GTS' were ordered with the Alcantara delete, instead being built with leather. The GTS was very rare in that it was a rear wheel drive Wide-Body design (44 mm wider than a standard 911), 20 mm lower and offered 408 HP (versus 385 HP for the S) like the similar, limited volume Sport Classic and the Speedster. Porsche built approximately 2,265 total GTS models for the world market, as well as a handful designated as 2012 models. The enthusiastic reception the GTS model received from both the motoring press and consumers, convinced Porsche to make the GTS a staple of the 911 line beginning in 2015, with the "type 991" 911 successor. Speedster [edit] In 2011, Porsche added a new 911 Speedster in a limited series of only 356 units to the 997 lineage, the number of cars produced recalling the iconic car of the 1950s. It was the third 911 Speedster produced, the other two being from the 930 and 964 generations. The Speedster was powered by the same engine as the Carrera GTS which is rated at 414 PS (304 kW; 408 hp). It accelerated from 0 to 97 km/h (60 mph) in 4.2 seconds and reached a top speed of around 310 km/h (190 mph). Only two colours were offered, Pure Blue (which was developed specifically for the Speedster) and Carrara White. (Paint To Sample versions were produced in very limited numbers and upon special request from "loyal customers".) The Speedster featured a windscreen 70mm shorter than the standard 997 cabriolet while maintaining the same rake angle. 991 Series (2011–2019) [edit] Main article: Porsche 991 The 991 introduced in 2011 for the 2012 model year is an entirely new platform, only the third since the original 911. Porsche revealed basic information on the new Carrera and Carrera S models on 23 August 2011.[52] The Carrera is powered by a 355 PS (261 kW; 350 hp) 3.4-litre engine. The Carrera S features a 3.8-litre engine rated at 406 PS (299 kW; 400 hp). A Power Kit (option X51) is available for the Carrera S, increasing power output to 436 PS (321 kW; 430 hp). The new 991's overall length grows by 56 mm (2.2 in) and wheelbase grows by 99 mm (3.9 in) (now 96.5 in.) Overhangs are trimmed and the rear axle moves rearward at roughly 76 mm (3 in) towards the engine (made possible by new 3-shaft transmissions whose output flanges are moved closer to the engine). There is a wider front track (51 mm (2 in) wider for the Carrera S). The design team for the 991 was headed by Michael Mauer. At the front, the new 991 has wide-set headlights that are more three-dimensional. The front fender peaks are a bit more prominent, and wedgy directionals now appear to float above the intakes for the twin coolant radiators. The stretched rear 3/4 view has changed the most, with a slightly more voluminous form and thin taillights capped with the protruding lip of the bodywork. The biggest and main change in the interior is the centre console, inspired by the Carrera GT and adopted by the Panamera. The 991 is the first 911 to use a predominantly aluminium construction. This means that even though the car is larger than the outgoing model, it is still up to 50 kilograms (110 lb) lighter. The reduced weight and increased power means that both the Carrera and Carrera S are appreciably faster than the outgoing models. The 0–97 km/h (0–60 mph) acceleration time for the manual transmission cars are 4.6 seconds for the Carrera and 4.3 seconds for the Carrera S. When equipped with the PDK transmission, the two 991 models can accelerate from 0–97 km/h (0–60 mph) in 4.4 seconds and 4.1 seconds. With the optional sports chrono package, available for the cars with the PDK transmission, the 991 Carrera can accelerate from 0–97 km/h (0–60 mph) in as little as 4.2 seconds[53] and the Carrera S can do the same in 3.9 seconds.[54] Apart from the reworked PDK transmission, the new 991 is also equipped with an industry-first 7-speed manual transmission. On vehicles produced in late 2012 (2013 model year) Rev Matching is available on the 7-speed manual transmission when equipped with the Sport Chrono package. Rev-Matching is a new feature with the manual transmission that blips the throttle during downshifts (if in Sport Plus mode). Also, the 7th gear cannot be engaged unless the car is already in 5th or 6th gear. One of Porsche's primary objectives with the new model was to improve fuel economy as well as increase performance. In order to meet these objectives, Porsche introduced a number of new technologies in the 911. One of the most controversial of these is the introduction of electromechanical power steering instead of the previous hydraulic steering. This steering helps reduce fuel consumption, but some enthusiasts feel that the precise steering feedback for which the 911 is famous is reduced with the new system.[citation needed] The cars also feature an engine stop/start system that turns the engine off at red lights, as well as a coasting system that allows the engine to idle while maintaining speed on downhill gradients on highways. This allows for up to a 16% reduction in fuel consumption and emissions over the outgoing models. The new cars also have a number of technologies aimed at improving handling. The cars include a torque vectoring system (standard on the Carrera S and optional on the Carrera) which brakes the inner wheel of the car when going into turns. This helps the car to turn in quicker and with more precision. The cars also feature hydraulic engine mounts (which help reduce the inertia of the engine when going into turns) as part of the optional sports chrono package. Active suspension management is standard on the Carrera S and optional on the Carrera. This helps improve ride quality on straights while stiffening the suspension during aggressive driving. The new 991 is also equipped with a new feature called Porsche Dynamic Chassis Control (PDCC). Porsche claims that this new feature alone has shaved 4 seconds off the standard car's lap time around the Nürburgring. PDCC helps the car corner flat and is said to improve high-speed directional stability and outright lateral body control, but according to several reviews, the car is more prone to understeer when equipped with this new technology. In January 2013, Porsche introduced the all-wheel-drive variants of the Carrera models. The '4' and '4S' models are distinguishable by wider tyres, marginally wider rear body-work and a red-reflector strip that sits in between the tail-lights. The 4 and 4S models are equipped with an all-new variable all-wheel-drive system that sends power to the front wheels only when needed, giving the driver a sense of being in a rear-wheel-drive 911. In May 2013, Porsche announced changes to the model year 2014 911 Turbo and Turbo S models, increasing their power to 520 PS (382 kW; 513 hp) on the 'Turbo', and 560 PS (412 kW; 552 hp) on the 'Turbo S', giving them a 0–97 km/h acceleration time of 3.2 and 2.9 seconds, respectively. A rear-wheel steering system has also been incorporated on the Turbo models that steers the rear wheels in the opposite direction at low speeds or the same direction at high speeds to improve handling.[55] During low-speed maneuvers, this has the virtual effect of shortening the wheelbase, while at high speeds, it is virtually extending the wheelbase for higher driving stability and agility. In January 2014, Porsche introduced the new model year 2015 Targa 4 and Targa 4S models. These new models come equipped with an all-new roof technology with the original Targa design, now with an all-electric cabriolet roof along with the B-pillar and the glass 'dome' at the rear. In September 2015, Porsche introduced the second generation of 991 Carrera models at the Frankfurt Motor Show. Both Carrera and Carrera S models break with previous tradition by featuring a 3.0-litre turbocharged 6-cylinder boxer engine, marking the first time that a forced induction engine has been fitted to the base models within the 911 range.[56] 991 GT3 [edit] Porsche introduced the 991 GT3 at the Geneva Motor Show in 2013.[57] The 991 GT3 features a new 3.8 litre direct fuel injection (DFI) flat-six engine developing 475 PS (349 kW; 469 hp) at 8,250 rpm, a Porsche Doppelkupplung (PDK) double-clutch gearbox and rear-wheel steering. The engine is based on the unit fitted in the 991 Carrera S, but shares only a few common parts. All other components, particularly the crankshaft and valve train, were specially adapted or developed for the 991 GT3.[58] The dual-clutch gearbox is another feature specially developed for the 991 GT3, based on sequential manual transmissions used in racing cars.[59] The 911 GT3 is claimed to be able to accelerate from 0–97 km/h (60 mph) in 3.2 seconds or less, and the quarter mile in 11.2 seconds at 203 km/h (126 mph).[60][61] The GT3 has a claimed top speed of 315 km/h (196 mph).[62] Porsche unveiled the facelifted 991.2 GT3 at the 2017 Geneva Motor Show. Extensive changes were made to the engine allowing a 9,000 rpm redline from the 4.0 litre flat-six engine. Porsche's focus was on reducing internal friction to improve throttle response. Compared to the 991.1, the rear spoiler is higher and located further back to be more effective. There is a new front spoiler and changes to the rear suspension. The 991.2 GT3 brought back the choice between a manual transmission or PDK dual-clutch transmission. A touring version was also introduced which comes standard with the comfort package and the manual transmission along with the deletion of the fixed rear wing and employing an electronically operated rear wing instead. 991 GT3 RS [edit] Porsche launched the Renn Sport version of the 911 GT3 at the Geneva Motor Show in 2015.[63] Compared to the 911 GT3, the front fenders are now equipped with louvers above the wheels and the rear fenders now include Turbo-like intakes, rather than an intake below the rear wing. The roof is made from magnesium. The interior includes full bucket seats (based on the carbon seats of the 918 Spyder), carbon-fibre inserts, lightweight door handles and the Club Sport Package as standard (a bolted-on roll cage behind the front seats, preparation for a battery master switch, and a six-point safety harness for the driver and fire extinguisher with mounting bracket). The 3.8-litre unit found in the previous 997 GT3 is replaced with a 4.0-litre unit that has a power output of 500 PS (368 kW; 493 hp) and 460 N⋅m (339 lb⋅ft) of torque. The transmission is PDK only. The car accelerates from 0–100 km/h (62 mph) in 3.4 seconds (0.6 seconds quicker than the 997 GT3 RS 4.0) and 0–200 km/h (124 mph) in 10.9 seconds. The 991 GT3 RS also comes with functions such as declutching by "paddle neutral" — comparable to pressing the clutch with a conventional manual gearbox – and a Pit Speed limiter button. As with the 911 GT3, a rear-axle steering and Porsche Torque Vectoring Plus with fully variable rear axle differential lock are available as standard. In February 2018, Porsche introduced a facelifted GT3 RS model to continue their updates for the 991 generation of the 911. Changes include a new engine similar to the GT3 and RSR models with a 9,000 rpm redline and a 20 PS (15 kW; 20 hp) and 10 N⋅m (7.4 lb⋅ft) increase over the outgoing model, NACA ducts for brake cooling, modified front fascia (similar to the 991.2 GT3), side skits and rear wing (similar to the GT2 RS) for increased downforce, ball joints on all suspension links, front helper springs, lightweight glass for the rear and rear-side windows and a newly developed tyre compound. A Weissach package was available that included additional carbon fibre body and interior parts as well as magnesium wheels and stiffer suspension settings is available as an option.[64] 911 R [edit] In 2016, Porsche unveiled a limited production 911 R based on the GT3 RS. Production was limited to 991 units worldwide.[65] The Porsche 911 R features a rear-engine, 4.0 L boxer 6-cylinder engine producing 375 kW (500 hp) at 8,250 rpm and 460 N⋅m (339 lb⋅ft) at 6,250 rpm. It also has a dry-sump lubrication system and a 12.9:1 compression ratio.[66] It has an overall weight of 1,370 kg (3,020 lb), a high-revving 4.0 L six-cylinder naturally aspirated engine from the 991 GT3 RS, and a six-speed manual transmission, while air conditioning and audio systems are removable options to save weight.[67] The car accelerates from 0–97 km/h (0–60 mph) in 3.7 seconds and has a top speed of 320 km/h (200 mph).[65] 991 GT2 RS [edit] The high-performance GT2 version made a return to the 991 lineage but now as an RS variant only with no standard variant being produced, unlike the previous generations. It was initially unveiled at the 2017 E3 along with the announcement of the Forza Motorsport 7. The car was officially unveiled at the 2017 Goodwood Festival of Speed along with the introduction of the 911 Turbo S Exclusive Series. The 991 GT2 RS is powered by a 3.8 L twin-turbocharged flat-6 engine that produces a maximum power of 700 PS (515 kW; 690 hp) at 7,000 rpm and 750 N⋅m (550 lb⋅ft) of torque, making it the most powerful 911 ever built.[citation needed] Unlike the previous GT2 versions, this car is fitted with a 7-speed PDK transmission to handle the excessive torque produced from the engine. Porsche claims that this car will accelerate from 0 to 60 mph (97 km/h) in 2.7 seconds, and has a top speed of 340 km/h (210 mph). The car has a roof made of magnesium, front lid, front and rear spoilers and boot lid made of carbon, front and rear apron made of lightweight polyurethane, rear and side windows made of polycarbonate and features a titanium exhaust system. Porsche claims that the car will have a wet weight of 1,470 kg (3,241 lb). A Weissach package option is available, which reduces the weight by 30 kg (66 lb), through the use of additional carbon-fiber and titanium parts. These include the roof, the anti-roll bars and the coupling rods on both axles made out of carbon-fiber while the package also includes a set of light-weight magnesium wheels.[68] Speedster (2019) [edit] At the 2018 Paris Motor Show held in October on the occasion of the 70th-anniversary celebration of the marque, Porsche unveiled the Speedster variant of the 991 generation for the 911, as a concept. Utilising the chassis of the GT3 and the body shell of the Carrera 4 Cabriolet, the Speedster includes the GT3's 4.0-litre naturally aspirated Flat-6 engine generating a maximum power output of 500 PS (368 kW; 493 hp) and having a red-line of 9,000 rpm coupled with a 6-speed manual transmission and titanium exhaust system which are claimed to be 4 kg (9 lb) lighter than the 7-speed manual transmission found on the standard 991 models. The car also features the signature "hump" shaped double-bubble roof cover along with a shorter windshield frame, side window glass and the analogue roof folding mechanism retaining the "Talbot" wing mirrors and the central fuel cap from the 911 Speedster concept unveiled earlier at the Goodwood Festival of Speed harking back to its use on the 356 Speedster. Other highlights include a leather interior with perforated seats, red tinted daytime running lights, carbon fibre fenders, engine cover and hood and stone guards. Production began in the first half of 2019[69] and be limited to 1,948 units in honour of the year in which the 356 "Number 1" gained its operating license.[70] The final production version of the Speedster was unveiled at the 2019 New York Auto Show in April and dropped the "Talbot" wing mirrors in favour of standard 991 wing mirrors. The speedster was available for sale in May 2019.[71] 992 Series (2019–present) [edit] Main article: Porsche 992 The 2019 version of the 911, under the internal name Type 992, made its debut at the 2018 Los Angeles Auto Show.[72] During the actual debut, a presentation of the history of the 911 series was shown, along with a lineup of 911s from different generations. On 30 July 2019 Porsche started marketing the non 'S' model of the new 992. The exterior is almost identical to the 991 'S's models with the exception of having 19" wheels front and 20" wheels at the rear, compared to the 'S' Models 20" front and 21" rear.[73] As of November 2022 , Porsche offers the Carrera and Carrera S versions (offered with all-wheel-drive 4 and 4S versions along with the standard rear-wheel-drive version in coupe, targa, and convertible body styles), Carrera T (only offered in the coupe body style with rear-wheel-drive), Carrera GTS versions (offered in coupe, convertible, and targa body styles with the optional all-wheel-drive available), the GT3 and GT3 RS (only offered in the coupe body style and rear-wheel-drive), the Turbo and the flagship Turbo S (only offered in coupe and convertible body styles with only all-wheel-drive).[74] 911 GT1 [edit] The Porsche 911 GT1 is a race car that was developed in 1996 for the GT1 class in the 24 Hours of Le Mans. In order to qualify for GT racing, 25 road-going models were built to achieve type homologation. The engine in the GT1 is rated at 608 PS (447 kW; 600 hp) and accelerated from 0 to 97 km/h (0 to 60 mph) in 3.3 seconds. The top speed stood at 330 km/h (205 mph). The road version was rated at 544 PS (400 kW; 537 hp). Both the road and race cars carried the same twin-turbocharged engine as used in the 962, and the race car was a match for the then-dominant McLaren F1 GTRs. A redeveloped version of the 911 GT1 race car was later built, winning outright at the 1998 24 Hours of Le Mans. The car[clarification needed] is not considered to be a real 911,[citation needed] as it is derived from the 962 with the 993 and later the 996 911's front section. It was the most powerful and fastest road-going Porsche until the introduction of the Carrera GT in 2004 and later the 918 Spyder in 2013. Awards [edit] In 1999, the 911 placed fifth in the Global Automotive Elections Foundation's Car of the Century competition, trailing mass market cars: Ford Model T, BMC Mini, Citroën DS, and Volkswagen Beetle.[75][76] In 2004, Sports Car International named the 911 number three on the list of Top Sports Cars of the 1960s, the Carrera RS number seven on the list of Top Sports Cars of the 1970s, and the 911 Carrera number seven on the list of Top Sports Cars of the 1980s. In addition, the 911 was voted Number 2 on Automobile Magazine's list of the "100 Coolest Cars". Motor Trend chose the Porsche 911 Carrera S as its Best Driver's Car for 2012.[77] It also won "World Performance Car Of The Year" in 2014.[78] In 2015, Car and Driver named the Porsche 911 "the best premium sports car on the market".[79] Notes [edit] References [edit] Further reading [edit]
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Porsche 911 GT1 Strassenversion: Road to Track and Back
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[ "Porsche AG", "strassenversion", "porsche911gt1", "" ]
null
[ "Manny Alban" ]
2024-01-29T00:00:00+00:00
Let’s imagine that you had to list the ten most iconic Porsche road cars ever. Odds are that the majority of the models would share one thing: homologation. Most sanctioning bodies running classes based on production cars require that the car being raced also be available for sale as a road car. In 1995, when Porsche realized that the 911 GT2, as formidable as it was, was not going to be able to compete against the McLaren F1 GTR, Porsche brought something new: the 911 GT1. - Porsche AG
https://www.pca.org/imag…caFavicon_10.png
https://www.pca.org/news/gt1-strassenversion
Photos by Michael Alan Ross Design Notes by Laura Burstein This article originally appeared in the January 2024 Design Issue of Porsche Panorama Let’s imagine that you had to list the ten most iconic Porsche road cars ever. Odds are that the majority of the models would share one thing: homologation. Most sanctioning bodies running classes based on production cars require that the car being raced also be available for sale as a road car. Homologation created the 1973 911 Carrera RS, 1975 911 Turbo, 1992 911 Carrera RS, and others. In 1995, when Porsche realized that the 911 GT2, as formidable as it was, was not going to be able to compete against the McLaren F1 GTR, Porsche brought something new: the 911 GT1. Design Note: The GT1 is a blend of sorts between a production 911 and a purpose-built racing chassis. Early examples were made from 993-generation donor cars, but later models took many of their parts and design cues from the 996. —Laura Burstein Herbert Ampferer, head of motorsports at the time, led the charge to design and develop the new model. He approached Norbert Singer, head of works sports and operations, about creating the new car to run in the GT1 class. Also enlisted was Horst Reitter, the engineer who helped design the monocoque for the 956. Reitter sketched the initial drawings of the proposed car, with emphasis on the front being from a 993-generation 911; a flat bottom, which was required by the rules; and a longer wheelbase. Armed with this sketch, Singer brought in Harm Lagaay, Porsche’s head of design. Lagaay appointed Tony Hatter, designer of the 993, to bring Reitter’s original sketch to reality. If you haven’t guessed it by now, yes, Porsche built the race car first and then figured out how to make a road car version. This was unusual, but time was of the essence, so the motorsports and the design departments had to work together as a team and not as adversaries. This was not always easy. Cost consideration was a constant mantra when developing the GT1. This explains why the front end was from the 993. By doing this, Porsche would not have to crash test the car because it already had passed. Furthermore, by keeping it a left-hand-steering vehicle, the production line at Stuttgart could be used to produce the road version. The back end used a modified tube frame of a 962, which allowed the turbocharged flat-six engine to be mounted in the middle. Yes, this would be Porsche’s first mid-engine 911. The 3.2-liter flat six, with four valves per cylinder, was twin-turbocharged in parallel. The entire engine was water-cooled — not just the valve heads. The hood scoop sent cool air to the intercooler, a solution not used on production air-cooled Porsches. The transmission was a six-speed manual, and the body material was a mixture of carbon Kevlar and carbon fiber. Design Note: The rear view of the GT1 is punctuated by its super-wide wing, which was integrated into the overall design of the bodywork, as opposed to being simply attached to the existing body. The result is a more harmonious, voluptuous statement that frames the car’s taillamps and dual exhaust. —LB While Porsche was busy developing the GT1, its competitors were also hard at work with their own formidable creations. In addition to the McLaren F1 GTR, Mercedes-Benz had the CLK GTR, and even Panoz got into the game with its GTR-1. Road versions of these race cars were offered as well. To understand the development of the GT1, it’s best to understand that each year of the GT1 had enough changes that new homologation road cars were made. Internally, they are known as the GT1-96, 97, and 98. The GT1-97 is the series that had the majority of road cars built. Only two were built for the 96 model, approximately 20 for the 97, and one for the 98. The 96 is sometimes referred to as the 993 GT1 because it used 993-style headlights. Design Note: Much of the GT1’s relatively spartan interior design carried over from the 993 and 964 generations of the 911. There were some differences, such as the three-spoke steering wheel. Leather-covered Recaro seats came from the 964 Speedster, while the instrument cluster features a water-temperature gauge instead of the production 911’s oil-level gauge. Ingress and egress were challenging because of the GT1’s chassis tubes. One was curved on the driver’s side to allow for easier entry on the road-going version. —LB The race version didn’t differ much from the street version, which is probably why the GT1 does not rank as high as the Carrera GT or 918 Spyder for road trips or daily driving. Instead of using the TAGtronic fuel injection system found on the race car, the street car used Bosch Motronic. Power was slightly reduced to 536 horsepower with 443 lb-ft of torque at 4250 rpm. The fuel tank was also shrunk from the Le Mans-ready 26.4 gallons to 19.3. Instead of a single-disc, lightweight flywheel, the road car used a dual-mass flywheel. Curb weight was 2,535 pounds. The interior was lifted directly from the 911, including the familiar five-gauge dashboard. Keen eyes will notice that in lieu of an oil-level gauge, GT1 owners received a water-temperature gauge. 964 Speedster owners would feel right at home in the one-piece Recaro sport seats that were covered in leather. Even the windshield was lifted directly from the 964 Speedster. The side windows were simple, horizontally sliding ones. The center console, however, was not available on any 964 or 993 unless ordered from the Sonderwunsch department. Climate controls and vents also were from the 993. The much-needed backup camera could be left on at all times, turned off, or set to come on only when in reverse. Considering that there is no rearview mirror, leaving it on at all times may be wise. The three-spoked steering wheel had no airbag, as it was not a requirement at the time. One of the side chassis tubes was curved to facilitate entry, which was another change from the race car. Design Note: Stampings on this example of the GT1 indicate many of the car’s mechanicals were sourced from the 996-generation 911. The flip-up design of the rear engine cover gives easy access to many of the car’s components, including the suspension system. —LB Luggage space was a requirement to meet homologation. Don’t overpack, though, as there is only a small compartment behind the engine and on top of the gearbox that is a mere 5.3 cubic feet. There is, however, extra padding for the seats to increase driver and passenger comfort. Unlike the 18-way adjustable seats available today, seat adjustment was limited to fore/aft, height, and with some tools, tilt. Opening the engine compartment can be done by one person, which is another difference between the road and race versions. If having this car at a show doesn’t automatically bring a crowd of people, then tilting back the clamshell that hides the engine will do the trick. To do this, a tool with a t-handle is inserted inside the door jambs, then a few counterclockwise turns unlocks the clamshell. You then walk behind the car and gently (but firmly) grab the wing and pull with force to pull back the clamshell. How many road cars were made? As with many rare cars, exact numbers vary. It is known that only two road cars were made in the first run to meet homologation rules. Next was the run of approximately 20 road cars, one of which you see in these photos. In the last year of the GT1, Porsche used a true monocoque, and the car became known as the GT1-98. The GT1-98 is the best known of the series. It won Le Mans in 1998, and that famous photo of the two GT1s crossing the finish line would have to hold over Porsche enthusiasts for 17 years until the 919 won Le Mans in 2015. Want to receive more great Porsche content? Subscribe to e-Brake News
5251
dbpedia
2
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https://www.instagram.com/oilstainlab/reel/C82Km7kpfpU/
en
Instagram
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[ "" ]
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5251
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16
https://www.ultimatecarpage.com/car/3175/Porsche-911-GT1-Evolution.html
en
Images, Specifications and Information
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[ "1997", "Porsche", "911 GT1 Evolution", "images", "image gallery", "specification", "history", "chassis information" ]
null
[]
null
1997 Porsche 911 GT1 Evolution: 68-shot gallery, full history and specifications
Ultimatecarpage.com
https://www.ultimatecarpage.com/car/3175/Porsche-911-GT1-Evolution.html
Page 1 of 3 Next >> Since the heyday of the 956 and 962, Porsche had not fielded a Works racing team, but rather lend a (sometimes very big) hand in Porsche privateer efforts. A rare exception was the Dauer win at Le Mans with their modified 962 'GT1' car, which was a Works effort in anything but name on the entry sheet. For the most part, the German manufacturer concentrated on producing a racing version of the current 911 model, the 993. At that time there were two GT classes; GT1 for heavily modified production cars and GT2 for relatively stock racers. Both classes required a production minimum of 25 examples per annum. Porsche's interest initially lay with the GT2 class, for which the current 993 model was relatively easily adapted. The likes of McLaren, Jaguar and Ferrari were left to tackle the GT1 class. In 1995 a number of the GT2 Porsches were modified in an attempt to promote them to the GT1 class with wider wheels and more power, but the gap was too wide to bridge. As a Porsche representative explained to British journalist Michael Cotton "it's a GT1.5 or GT1.4 at best". McLaren's overall win at Le Mans served as an eye opener and convinced Porsche that a 911-based GT1 car could indeed be a viable route to success. Unlike its competitors, Porsche decided to design a racing car first and then adopt it for road use to meet the homologation requirements. One of the biggest problems of the 993 GT2 was the location of the engine that did not permit the use of Venturis. These were essential to achieve sufficient downforce on the flat bottomed car so the designers decided to rotate the six cylinder engine around, making the GT1 the first mid-engined 911. With its Porsche 962-derived 3.2 litre Turbo engine, it was also the first water-cooled 911. The flat six produced around 600 bhp, which was about the same as the BMW V12 in the back of the McLaren. Another problem with the regular 911 was the heavy steel monocoque chassis at a time when the competitors all used more advanced composite structures. Here the money-strapped company had to compromise by using parts of the 911's steel structure combined with a center section made up of a reinforced roll cage. This did speed up the crash tests as much of the road car's nose section was carried over. Carbon fibre was used for the panels of the bodywork, which to some extent was similar to the 993. The car's racing intentions added a little more drama to the body in the form of a wide cold air intake in the nose, a scoop on the roof for the intercooler and a rather large rear wing. Page 1 of 3 Next >>
5251
dbpedia
1
41
https://www.carandclassic.com/magazine/the-homologators-porsche-911-gt1/
en
The Homologators – Porsche 911 GT1
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[ "" ]
null
[ "Dale Vinten" ]
2024-07-10T07:00:06+00:00
The 911 GT1 remains one of the wildest and rarest cars from Porsche's oeuvre as well as one of the most revered machines to ever grace tarmac.
en
https://www.carandclassi…e-touch-icon.png
Car & Classic Magazine
https://www.carandclassic.com/magazine/the-homologators-porsche-911-gt1/
Of all the cars in this series, the Porsche 911 GT1 , and even more so the later GT1-98, is perhaps the model that least resembles its namesake. It may be labelled as a 911 but it really isn’t one and that’s partly down to Porsche being a bit naughty and bending the rules somewhat. Instead of building a road car and then turning it into a track weapon for racing, as most manufacturers did, Porsche said sod it and went straight to building a race car, then cobbled together a handful of road going versions after the fact to satisfy the homologation regulations. The sneaky Germans got away with it though because at the time, the rules for GT racing, as well as those that wrote them, were in a period of flux and as such there was ample opportunity to circumvent, misinterpret and generally take the proverbial when it came to sticking to what loose guidelines there were. The resultant car though is nothing short of fantastisch! If you look at the original GT1 head on and squint a bit there is a hint of 911 to be found and that’s because Porsche legend Norbert Singer, he of Le Mans winning 935 fame, took the front end of the 993 and stuck it to the rear of the 962, but that’s about the only bit he did use. Power came from a 3.2-litre, water-cooled flat-six with not one, but two KKK turbochargers that produced around 600bhp, and with a carbon fibre body the car weighed in at around 1,000kg which meant face melting performance, including a top speed of 205mph. First used in anger by Thierry Boutsen at an invitational at Brands Hatch as part of the BPR Global GT Series in ’96, the GT1 wouldn’t make its official racing debut until the Le Mans 24 Hour the same year where it won its class and placed 2nd and 3rd overall and that should tell you all you need to know about the capabilities of this Porsche badged projectile. So fast was it, in fact, that in ’97 the FIA – who had recently returned as the sanctioning body for GT racing – decreed that Porsche needed to install induction restrictors to the car in order to slow it down. Not only that but it made a point of tightening the homologation rules too, forcing the German firm to create the 25 road going versions necessary for eligibility on the track. The company still only made 20 though, because Porsche, but whatever the case, the 911 GT1 ‘Straßenversion‘ was born. Literally translating to ‘street version’ (oh how we love those efficient Germans) the road going model, now with 996 headlights as oppose to the 993 face of the two initial prototypes built (both of which still exist), was a toned down facsimile of the original race car. And by toned down we mean softer suspension and an interior, and that’s about it. The car still developed a whopping 540bhp and 443lb ft of internal organ rearranging torque. With its slightly detuned engine, the Straßenversion’s top speed was now “only” 191mph, while its 0-60 time had been elongated to 3.7-ish seconds. Practically lethargic then… Porsche would update the 911 GT1 race car twice, once in ’97 and once again, and more substantially, in ’98, with the Straßenversion following suit for the latter redesign. The ’97 car, dubbed the Evo, was ostensibly the same car but with minor aerodynamic improvements, as well as the new 996 front end as featured on the road car, but the ’98 version was an entirely new beast. The GT1-98, as it was known (again, hats off to Porsche for calling a spade a spade), was redesigned in the hopes of being more competitive. Up to this point the original GT1 from ’96, as good as it was, was still being regularly pipped to the post by rivals Mercedes and McLaren and so Porsche, still with Singer heading the project, would make some big changes. Switching from a steel tube monocoque frame to carbon fibre, Singer and his team rearranged the GT1’s guts in order to relocate the fuel tank closer to the engine. A new sequential gearbox and ECU were also added along with various suspension and aerodynamic amendments but it wasn’t enough to beat Mercedes who continued to dominate the 1998 FIA GT1 Series. Porsche was spared its blushes at Le Mans, however, when the 911 GT1-98 took both first and second place. Ironically this wasn’t down to performance. Instead it was the car’s reliability that saved its bacon with Mercedes, Toyota and BMW all retiring due to various technical issues. This accomplishment would mark Porsche’s 16th win at the 24 Hour, a record-breaking achievement and an honour that the company still holds to this day with 19 overall victories under its belt at the time of writing, more than any other manufacturer. As per the homologation regs, road-legal versions of the 911 GT1-98 were required but Porsche decided it was only going to build one, and then it promptly quit GT racing. Toys, pram, done. What remains is a supremely rare, stunningly beautiful and technically excellent sports car from one of the greatest to ever do it. Proven on arguably the biggest stage when it comes to international motorsport, the 911 GT1 will go down in the history books as not only one of the wildest and rarest cars from Porsche’s oeuvre, but as one of the most revered machines to ever grace tarmac.
5251
dbpedia
3
23
https://www.carscoops.com/2021/10/a-489-mile-porsche-gt1-strassenversion-from-1998-is-selling-for-12-million/
en
The GT1 Strassenversion Is No Ordinary Porsche 911 And Neither Is Its Price
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[]
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[ "" ]
null
[ "Thanos Pappas", "www.facebook.com" ]
2021-10-26T00:44:37+00:00
An ultra-low mileage of what is essentially a road-going version of the venerable 911 GT1 race car commands a sky-high price
en
https://www.carscoops.co…52-1-150x150.png
Carscoops
https://www.carscoops.com/2021/10/a-489-mile-porsche-gt1-strassenversion-from-1998-is-selling-for-12-million/
The Porsche 911 Strassenversion is a pretty rare beast since only approximately 20 units were built to homologate the GT1-spec racecar. A pristine example of the street-legal exotic with extra-low mileage is currently offered for sale in Japan, for an eye-watering price of €10,550,000 ($12,263,584) before taxes. The 1998 Porsche GT1 Strassenversion in question is painted in Fern White combined with a black interior. It has 996-style headlights and taillights and features an ultra-wide body with extreme aero components and huge intakes. While it is not as rare as the even more lightweight GT1-98 Straßenversion, this example is still amazingly cool and most Porsche collectors would do anything to own one. Watch Also: Porsche 911 GT1 Strassenversion Is Truly A Street-Legal Race Car The twin-turbo 3.2-liter water-cooled flat-six engine is tuned to produce around 700 hp (522 kW / 710 PS), which is a significant increase over the stock model’s 537 hp (400 kW / 544 PS. Power is sent to the rear wheels through a manual gearbox. The factory spec model accelerated from 0-100 km/h (0-62 mph) in 3.7 seconds and had a top speed of 310 km/h (192 mph). The amazing thing is that it only has 787 km (489 miles) on the odometer, making it even more desirable. The car is listed for sale at James Edition through BTC Auction Cars. Mind you, even if it sells at $10.55 million, the GT1 Straßenversion won’t be the most expensive Porsche ever. This title belongs to a 1971 917K racecar that was sold for over $14 million to a private collector.
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https://mycarheaven.com/2011/10/porsche-911-gt1-1996-the-first-ever-porsche-gt1/
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Porsche 911 GT1 (1996): the first ever Porsche GT1
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[ "" ]
null
[ "Will Wynn" ]
2011-10-23T15:37:14+00:00
MyCarHeaven looks at the 1996 Porsche 911 GT1, the first ever Porsche GT1, a McLaren F1 and Ferrari F40 beater.
en
https://mycarheaven.com/wp-content/themes/mycarheaven/assets/images/icons/favicon.ico
My Car Heaven
https://mycarheaven.com/2011/10/porsche-911-gt1-1996-the-first-ever-porsche-gt1/
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https://www.goodwood.com/grr/race/historic/five-things-you-might-not-know-about-the-porsche-911-gt1/
en
Five things you might not know about the Porsche 911 GT1
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[ "" ]
null
[ "Ethan Jupp" ]
2017-03-23T00:00:00
How much do you know about the 75MM star..?
en
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https://www.goodwood.com/grr/race/historic/five-things-you-might-not-know-about-the-porsche-911-gt1/
Move over F50, this is a literal racing car on the road It's no secret that the 911 GT1, for all its absurdity, had a road-going version. Rare, but, so stated the rules of the class, every entrant had to have a road-faring counterpart. The difference here, between the Porsche and the McLaren, is that the F1 was first and foremost a road car. McLaren famously had no intention of going racing with it, only moving forward with the GTR program following pressure from eager privateers. The 911 GT1 was Porsche’s sporstcar silver bullet, locked and loaded, aimed squarely at the 1995 Le Mans-winning curveball from Woking. The Straßenversion, as the road car was known, was born out of necessity. Does that make the GTR the greater achievement given McLaren’s initial antipathy for the cause? The debate rages on… It's part 962, part 911 Now we know its purpose, what was the GT1 made of, exactly? It doesn’t take a fully paid-up team technician to note that this car may not derive much from the iconic rear-engined, then air-cooled sportscar with which it shared a name. Actually, that’s probably not fair. Although the greatest difference (the GT1 being mid-engined versus all other 911s being rear) dictates a totally different shape, the front-end structure of the GT1 is mostly 993 911. It’s moving back from the cabin that things get lairy. Specifically, 962 lairy. The water-cooled, four-valve-per-cylinder, near-on 600bhp engine owes much to the then-recently retired legend of top-flight endurance racing. So this thing wearing a 911 badge is the mutant offspring of a Group C monster, and Porsche’s staple sportscar: More 911 than you might have assumed, actually. '911 GT1' was a multi-sibling family The GT1 went through three major iterations during its intense three-year career. The original 1996 car was reasonably competitive but was nowhere near the critical blow to the F1 that Porsche was gunning for. 1997 Saw the GT1 Evo introduced with slipperier bodywork and flashes of incoming 996 911 in its styling. But as BPR transitioned into FIA GT, and a formidable new rival named Mercedes-Benz CLK GTR rocked up to the party, the GT1 Evo again fell short. 1998 saw Porsche kick things up a notch with the GT1 98, which won that year’s Le Mans 24 hours. We were graced with the winning car’s presence at MM and it's not until you have the three generations side-by-side in person to allow the fact that the '98 was essentially a whole new car, to sink in. It raced until 2003 World-beating Porsche sportscars have a habit of reappearing in ways you might not expect. The Kremer Porsche 917 K81 saw the wizened old hero re-clothed in early Group C garbs and sent into battle eleven years after the original’s famed 1970 win. Dauer took a repurposed 962 to victory at Le Mans in 1994, under the very same regulations that would allow the 911 GT1 to compete, seven years after Porsche’s initial victory. So who championed the GT1 in its twilight hours? That would be privateer Gunnar Racing in the states. The twin-turbo 3.2-litre GT1 engine was dumped in favour of a 3.6-litre naturally aspirated lump from a 911 GT3 to create the Gunnar G-99 (and the less said about their modded open-cockpit version, the better). Its final outing – thankfully in closed-cockpit guise – would be at Daytona in November of 2003, six years following the GT1’s debut. It never got the latter-day private entry at Le Mans that its predecessors were granted. It had a difficult career A Le Mans victory is all it takes for a car to earn a favourable etching into the history books. Indeed, the 24 is the ultimate test of reliability, and it is on merit of its reliability that the GT1 98 took victory, but ultimately, it was a slower car than the new V8 CLK LM and the 'squint and it's a prototype' Toyota GT-One, enjoying little to no success over the aforementioned Mercedes in the ’98 FIA GT season. The reality is that the 911 GT1 lead a competitively difficult life, but Porsche got what they set out for in the end: An overall victory at Le Mans in their GT1 entry. It is there that the 911 GT1’s story would officially end, although as you might have read above, the cars would continue onto pastures new sans-official Porsche stewardship. The 911 GT1 is a spectacular chapter in Porsche’s illustrious sportscar history, and it was surreal to see the various iterations shaking down at Goodwood for the 75th Members' Meeting. Photography by Jochen Van Cauwenberge, Dominic James and Nick Dungan
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https://www.carcaremanagement.com/porsche-911-gt1-strasenversion/
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Porsche 911 GT1 Straßenversion - Vehicle Shipping Agent
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Year: 1997-1998 | Generation: 993 | Units built: ~20 Engine: 3.2L twin-turbo flat 6 | Power: 537 hp | 0 – 60 mph: 3.65 s | Top Speed: 191 mph   We freely admit that calling the GT1 a 911 is *slightly* cheating. In spite of its 911 nameplate the…
en
https://www.carcaremanag…Care-2-32x32.png
Vehicle Shipping Agent | Automobile Storage Facility | European Auto Service | Naples FL
https://www.carcaremanagement.com/porsche-911-gt1-strasenversion/
Year: 1997-1998 | Generation: 993 | Units built: ~20 Engine: 3.2L twin-turbo flat 6 | Power: 537 hp | 0 – 60 mph: 3.65 s | Top Speed: 191 mph We freely admit that calling the GT1 a 911 is *slightly* cheating. In spite of its 911 nameplate the car actually had very little in common with the 993 911 of the time. Sure the front of the car was from the 993 911 but the rear was the Porsche 962 as was the water-cooled, twin-turbocharged flat-six engine. The engine was also mid-mounted compared to the rear-engine layout of a conventional 911. In production car mode the engine made 537hp and only two units were ever made. It’s our article so we’re counting it. The production version of the GT1 was created to homologate Porsche’s 911 GT1 contender. The street version was known as the ‘Strassen version’ and is considered the most fierce and rarest 911 ever. Apart from the sparse interior, little differentiates the GT1 from the full-on, race-ready counterpart. The homologation regulations demanded that the car complied to both the rules of the road and track. This included comprehensive European regulations which created a golden age of GT1 racing. Apparent from the front and rear lights, the GT1 shares many components with its series production counterparts but puts them together in a more competitive way. Gone is the rear engine layout which isn’t suitable for prototype GT racing, the GT1’s turbocharged flat-six engine sits in front of the rear axle and is supported by chassis tubes instead of the typical 911 rear sub frame. Sitting behind the engine is a longitudinal six-speed transmission which the rear suspension attaches directly onto. The GT1 was based on the 993-body shell, but with modified exterior panels and a substantial roll-cage that also supported the engine, gearbox and suspension. This helped Porsche avoid necessary crash testing and reinforced ties to the production cars. But in almost every way, the GT1 was purpose-built race car. It had a carbon fiber body, full width wing, a tiny cockpit and a maximum power of 600bhp was developed at 7,200rpm. Compared to the GT1s which raced Le Mans, the road-going version had only slight modifications. These changes include a higher ride height, softer suspension, road-going gear ratios and steel brakes which replace the race car’s carbon discs. The engine was only slightly detuned from the race version’s and a complete interior included sport seats and a full dashboard from the 993 line. While the first version of the GT1 debuted at the 1996 season, Porsche only produced a single homologation car. The following year, the ‘Evo’ version was released with new kidney-shaped headlights and improved aerodynamics. This was good enough for Porsche to build twenty examples for select customers. These lucky few owned one of the most radical and unforgiving road-going supercars of their time.
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dbpedia
3
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https://car-design.idoneos.com/competition/porsche_911_gt1/
en
Porsche 911 GT1 98
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[ "" ]
null
[ "Adrian Blanco" ]
null
The Porsche 911 GT1 98 was one of the great prototypes with which Porsche. History, photos, specifications and results of the Porsche 911 GT1 98.
en
/resources/icon-144.png
https://car-design.idoneos.com/competition/porsche_911_gt1/
The Porsche 911 GT1 98 will be remembered as one of Porsche's most symbolic cars. His performance was lower than those of his direct rivals, but his high reliability earned him the victory in the endurance race of the 24 Hours of Le Mans, which was Porsche's No. 16 victory, a record record. Porsche is characterized by the added value of each of its products and achievements. The 911 GT1 98 is more than just a sum of good components... this racing car combines a delicate exterior design, a great technological development and a key factor: the long-awaited reliability of high-performance vehicles. The first Porsche 911 developed for Le Mans competed in 1996. There he got a second place in the overall standings and victory in his category. In 1997, regulatory changes destabilized the Porsche team, which settled for fifth overall and third place in its class. The year 1998 saw the glory of Porsche, which presented a very exotic looking car: the Porsche 911 GT1 98. The first test sessions worried the German company, as unexpected rivals such as Toyota (with the Toyota GT One) and BMW (with the Spyder LM V12) showed wide superiority. Other rivals such as McLaren F1, Mercedes CLK GTR, Nissan R390 GT1) and Panoz would also offer tough fighting. During the course of the 24 Hours of Le Mans 1998, Porsche cars were relegated to the dominance of the Toyota GT One. But in the middle of the race one of the Toyota suffered an accident. Later, another Toyota had technical problems that forced him to leave. Other rivals also suffered mishaps that left a free track for Porsche. The reliability award was a perfect finale, in which the Porsche 911 GT1 98 cars came first and second in the overall table. The first car was driven by the trio composed of Allan McNish, Stéphane Ortelli and Laurent Aiello, while in second place came Jörg Müller, Uwe Alzen and Bob Wollek. Since the GT1 category had been above the LMP (supposedly higher), both ACO and FIA agreed to amend the regulations for next year. So GT1 category was removed and replaced by the LMGTP. Mercedes and Toyota adapted their vehicles to these changes, while Porsche chose to retire with their worthy victory and the record of 16 wins in the 24 Hours of Le Mans. During 1999 Porsche competed with the 911 GT1 in the USA in the American Le Mans Series category. Specifications of the Porsche 911 GT1 98 Central engine 6 Cylinders Boxer bi-turbo Displacement: 3.196 cm3 KKK Twin Turbos 24 valves Sequential six-speed transmission Rear wheel drive Power: 600 hp at 7,200 rpm Torque: 630 Nm at 4,250 rpm Top speed: 310 km/h Carbon fiber monocoque chassis with aluminum honeycomb Independent suspensions with double fuses Brembo carbon vented disc brakes Dimensions of the Porsche 911 GT1 98 Length: 4.890 mm Width: 1.990 mm Height: 1.140 mm Wheelbase: 2.700 mm Tyres: Michelin Radial Magnesium wheels Ø 19 inches Weight: 950 kg More information Official website, www.por Racing Cars
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https://automobilist.com/en-us/blogs/stories/no-stone-unturned
en
No Stone Unturned: 1998 Porsche 911 GT1
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[ "Adam Binder" ]
2023-05-19T13:00:00+02:00
24h Le Mans Centenary: 1993-2002 | Written by Richard Kelley In honour of its 50th anniversary, Porsche developed an all-new car, the 911 GT1-98, for the 1998 Fia International GT season. During the racing season, the 911 GT1-98 struggled to match the pace of the Mercedes over the 500k events due to the air-restrictor
en
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Automobilist
https://automobilist.com/en-us/blogs/stories/no-stone-unturned
In honour of its 50th anniversary, Porsche developed an all-new car, the 911 GT1-98, for the 1998 Fia International GT season. During the racing season, the 911 GT1-98 struggled to match the pace of the Mercedes over the 500k events due to the air-restrictor rules, which constrained Porsche’s turbocharged engines (the Mercedes had a naturally aspirated V8 engine). However, Porsche at Le Mans has always been in another world; the German automaker’s fame is synonymous with remaining ultra-competitive for 24 continuous hours. For 16 times in the past, Porsche had claimed victory. In 1998, they again left no stone unturned, searching for speed and pace against one of the most fiercely competitive Le Mans grids – the Toyota GT-One, Mercedes CLK-LM, Nissan R390, and BMW V12 LM were all fighting for victory. Ultimately, Porsche’s fearless resilience held its ground, delivering one of the company’s most satisfying Le Mans triumphs. Designed to take on the new Toyota GT-One and Mercedes-Benz CLK-GTR, the 911 GT1-98 opted for a clean-sheet design even though new GT1 rules stipulating race cars should be based on road cars –⁠ Porsche had already effectively reverse-engineered their road cars from a purpose-built mid-engined racer. The car of Laurent Aiello / Allan McNish / Stèphane Ortelli, Porsche 911 GT1-98, is unveiled on the grid of the 1998 24h Le Mans. Image Courtesy: Motorsport Images. Initially based on a steel 911 bodyshell mated to a mid-engined 962 rear end, the 911 GT1-98 evolved into a carbon-fibre monocoque, with carbon-fibre brake discs in a works racing car for the first time. When completed, the flowing bodywork resembled a sports prototype rather than Porsche’s previous two models. The engine was the same as the previous GT1s. The water-cooled, 3.2-litre flat six was adapted from the all-conquering 962 but fitted with one-piece aluminium cylinder heads from the Porsche 959. The block was also in aluminium, and chain-driven camshafts operated four valves per cylinder. Engine control switched to a TAG Electronic Systems TAG 3.8 ECU to match the new sequential gearbox and the retained pair of KKK K27.2 turbochargers fed by a massive scoop on the roof and blowing through twin intercoolers. Longer and wider, the GT1-98 sported a large, adjustable plastic rear wing and a noticeably lower nose achieved by lengthening the wheelbase to relocate the cooling radiators from the centre to the outer edges of the front end. Porsche also put its new champion on a crucial diet - the new car from the ground up ‘98 GT1 weighed only 2,072 lbs, 265 lbs less than the 1997 GT1. Laurent Aiello / Allan McNish / Stèphane Ortelli, Porsche 911 GT1-98, during the 1998 24h Le Mans. Image Courtesy: Motorsport Images. There would be two 911 GT-1 teams; Jörg Müller-Uwe Alzen-Bob Wollek handling (#25) with Laurent Aiello-Allan McNish-Stéphane Ortelli pushing (#26). Aïello was the last-minute addition to the trio, brought in after Yannick Dalmas had a massive crash at Spa, while already good friends with McNish and Ortelli. Ortelli asked to partner with close friend McNish after the Scot crashed in the earliest stages of Le Mans 1997. “Our team boss Herbert Ampferer asked me ‘Are you OK to race again with Allan?’,” remembered Ortelli. “I said he deserves a second chance, we want to win together.” Despite the enormous engineering and driver's efforts, the Porsche GT1 was not the fastest car on the grid. Mercedes-Benz took pole and 3rd positions on the grid, split by a Toyota GT-One. Porsche had to settle for fourth for #25 and 5th for #26. The Porsche teams complained of pace after switching from a dog' box, also used by Toyota, to a synchromesh gearbox. “We were super-slow and super-frustrated; we couldn't flat shift, and the travel of the gear shift was like four times longer,” said Ortelli. Porsche said, “Yes, you are going to hurt your hand and feel frustrated, but you will have a car you can push,” remarked Ortelli. And, push they did. Laurent Aiello / Allan McNish / Stèphane Ortelli, Porsche 911 GT1-98, pushes hard as the night starts to fall on the 1998 24h Le Mans. Image Courtesy: Motorsport Images. With pressure from Porsche, Mercedes and BMW were out two and six hours into the race, respectively. The 66th edition of the 24 Hours of Le Mans then turned into a German-Japanese duel between both Porsche GT1 teams and the Toyota GT-One, followed at a respectable distance by Nissan and the LM P1 prototypes. “Our pace was more conservative than competitors, but we knew we could push 120 percent and know the car was going to last,” said Ortelli later. After a demanding night and a relentless duel for first position, both 911 GT1-98s spent half an hour in their pits: the #25 had damaged its floor during an incident in a gravel trap, and the #26 had to replace a water line. Ortelli and his teammates dropped from first to second behind the Toyota GT-One. Laurent Aiello / Allan McNish / Stèphane Ortelli, Porsche 911 GT1-98, makes a pit stop during the 1998 24h Le Mans. Image Courtesy: Motorsport Images. Then, during the repairs, Ortelli received a phone call. “A friend was at Indianapolis corner and called me to say the Toyota was making a funny noise on the downshift. Because of this information we kept pushing them, stressing them, and they broke down.” And once again, by leaving no stone unturned, Porsche finished 1-2, winning for the 17th time at its favourite race and celebrating its 50th anniversary in the best way possible, with Wolfgang Porsche joining his team at the top of the podium. Laurent Aiello, Allan McNish and Stèphane Ortelli celebrate on the podium after winning the 1998 24h Le Mans. Image Courtesy: Motorsport Images. Follow the link below to read more stories from the 100 years of 24h Le Mans and discover our celebratory poster collection in cooperation with the Automobile Club de l'Ouest.
5251
dbpedia
3
15
https://forums.forza.net/t/porsche-911-gt1-98-strassenversion-1998/665787
en
Porsche 911 GT1-98 Strassenversion 1998
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[]
[]
[ "Porsche", "concepts-prototypes", "supercars" ]
null
[]
2024-01-16T14:48:13+00:00
Click VOTE above the topic title to request this model for Forza Horizon. Reply below with details about the model version you’d prefer. Porsche 911 GT1-98 Strassenversion
en
https://global.discourse…20a5_2_32x32.png
Official Forza Community Forums
https://forums.forza.net/t/porsche-911-gt1-98-strassenversion-1998/665787
This is the last of the 911 GT1s. There is currently only one of these in existence as Manufacturers only had to build 1 for Homologation Purposes. It currently resides in the Porsche Museum in Stuttgart, Germany. Unfortunately there is no video of the Road Car moving that I could find but here’s the GT1 Car that it’s based on for comparison
5251
dbpedia
2
59
https://ck-modelcars.de/en/blog/2005/2023-09-30/porsche-911-gt1-a-classic-of-gt-racing/
en
Porsche 911 GT1: A classic of GT
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[ "" ]
null
[ "ck-modelcars", "Christoph Krombach" ]
null
The super sports racing series started for the first time at the end of the 1990s with the FIA GT Championship. Vehicles from the GT1 and GT2 classes competed against each other in eleven races.
en
https://www.cdn-docs-ck.com/ck_ico/favicon.ico
www.ck-modelcars.de | YOUR SHOP FOR MODELCARS
https://ck-modelcars.de/en/blog/2005/2023-09-30/porsche-911-gt1-a-classic-of-gt-racing/
While production-based racing cars used by customer teams competed in the GT2 class, the GT1 category was reserved for pureblooded racing cars, which only had to be based on a production vehicle and were usually looked after by factory teams. The Porsche 911 GT1 was just such a racing car. Originally designed for the 24 Hours of Le Mans based on the 993, Porsche later sold a limited edition of the 911 996 GT1 EVO as a road version for homologation purposes, which enabled participation in the FIA GT Championship. The water-cooled six-cylinder boxer mid-engine with bi-turbo produced around 554 horses, which were able to accelerate the lightweight CFRP body to over 310 kilometers per hour. The GT1 got its appearance from the Porsche 993. Both the front and rear headlights are strongly reminiscent of the road version. In the newly founded FIA GT Championship in 1997, the two former French racing drivers Jean-Pierre Jabouille and Jean-Michel Bouresche and their racing team JB-Racing, founded in Nice in 1995, dared to compete in the GT1-class against the factory teams from Porsche, AMG and Co . to compete. They received support from their main sponsor, the cigarette brand Marlboro. This made the design of the car unmistakable. Decorated in red and white, the checkered shapes left no doubt as to which brand was in charge, even without the famous lettering. The red and white Blitz was piloted by the experienced German Porsche driver Jürgen von Gartzen. Before his start in the GT1-class, the former Renault 5 Cup champion had already made a name for himself in Porsche brand cups such as the Carrera Cup and the Supercup. His teammate, the Frenchman Emmanuel Collard, also moved from the Porsche Supercup to the FIA GT Championship and also brought with him extensive experience and success from single-seater racing. The two competed in the first five races of the championship together, unfortunately without any resounding success. The factory teams were too strong and there were also failures, which ultimately led to only two finishes in five starts. This led the team to restructure the racing schedule in 1997 during the current season. So Collard continued to drive in the FIA GT Championship with changing teammates, while von Gartzen concentrated on the Le Mans Series and the use of the GT1 in the 24 Hours of Le Mans. The Porsche 911 GT1 with starting number 17 released by WERK83 is a scale 1:18 replica of the racing car in which Collard and von Gartzen competed in their last race together in Spa-Francorchamps on July 20th, 1997. The model is manufactured in the usual high quality and comes with decals for individual attachment. Porsche 911 GT1 #17 FIA GT Spa 1997 von Gartzen, Collard 1:18 WERK83, RRP €79,95, item-no.: W18013006 Products
5251
dbpedia
0
40
https://www.carscoops.com/2021/10/a-489-mile-porsche-gt1-strassenversion-from-1998-is-selling-for-12-million/
en
The GT1 Strassenversion Is No Ordinary Porsche 911 And Neither Is Its Price
https://www.carscoops.co…raßenversion.jpg
https://www.carscoops.co…raßenversion.jpg
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[ "" ]
null
[ "Thanos Pappas", "www.facebook.com" ]
2021-10-26T00:44:37+00:00
An ultra-low mileage of what is essentially a road-going version of the venerable 911 GT1 race car commands a sky-high price
en
https://www.carscoops.co…52-1-150x150.png
Carscoops
https://www.carscoops.com/2021/10/a-489-mile-porsche-gt1-strassenversion-from-1998-is-selling-for-12-million/
The Porsche 911 Strassenversion is a pretty rare beast since only approximately 20 units were built to homologate the GT1-spec racecar. A pristine example of the street-legal exotic with extra-low mileage is currently offered for sale in Japan, for an eye-watering price of €10,550,000 ($12,263,584) before taxes. The 1998 Porsche GT1 Strassenversion in question is painted in Fern White combined with a black interior. It has 996-style headlights and taillights and features an ultra-wide body with extreme aero components and huge intakes. While it is not as rare as the even more lightweight GT1-98 Straßenversion, this example is still amazingly cool and most Porsche collectors would do anything to own one. Watch Also: Porsche 911 GT1 Strassenversion Is Truly A Street-Legal Race Car The twin-turbo 3.2-liter water-cooled flat-six engine is tuned to produce around 700 hp (522 kW / 710 PS), which is a significant increase over the stock model’s 537 hp (400 kW / 544 PS. Power is sent to the rear wheels through a manual gearbox. The factory spec model accelerated from 0-100 km/h (0-62 mph) in 3.7 seconds and had a top speed of 310 km/h (192 mph). The amazing thing is that it only has 787 km (489 miles) on the odometer, making it even more desirable. The car is listed for sale at James Edition through BTC Auction Cars. Mind you, even if it sells at $10.55 million, the GT1 Straßenversion won’t be the most expensive Porsche ever. This title belongs to a 1971 917K racecar that was sold for over $14 million to a private collector.
5251
dbpedia
0
56
https://www.gt40s.com/threads/porsche-911-gt1.37213/
en
Porsche 911 GT1
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[]
[]
[ "" ]
null
[]
2012-05-10T12:39:24-04:00
I'm looking for a roller, even rebuildable track thrashed car. I have no idea the first person I'd go to to find one of these legendary Porsches.
en
GT40s
https://www.gt40s.com/threads/porsche-911-gt1.37213/
These are super rare. I'd be surprised if you can find anything for under $1M. The street version goes from $1.5-2M, for example Rare Porsche 911 GT1 For Sale In Japan | AutoGuide.com News and Only Legally Registered Porsche GT1 Straßenversion In US Goes Up for Sale | 9magazine. I would think that any race cars go for above that since they were very successful. Crashed version? Minimum $1M I would say... What I'd do is get an SLC without a body and then have someone recreate the GT1 body on it. Drivetrain is already solved, because I put a GT3 motor in an SLC (same block as GT1 engine, except no turbos). :thumbsup: Tim Tim, Good idea. Right now I am using the same strategy having Fran build a 962C off of a SLC chassis. I'm putting a 996GT2 motor with transaxle in the back. Not the same exact motor, as the orig car had a 2.7-3.0 single turbo'd 930 based engine with one head per cylinder. But with quality internals you can run a 996TT motor up to 1000hp all day long, with little to no lag. Just to confirm the orig 962 had titanium vlaves and con-rods? For a 911GT1 I might do the same with the SLC chassis (I've seen GT1 body ktis for 993 cars) so the molds technically exist. Fran could fab a cage in similar dimensions as a 993 with extended rear clip. I'm sure he's grinning ear-to-ear reading this Dusty - nice! Who is making the body for you? Fran? Also, did you buy the drivetrain at LAPD? I've seen quite a few 996 GT2 motors becoming available. Which G96 are you using? I'm going to stay NA I think and maybe at some point do the 3.9/4.0L conversion. Turbo is certainly an option though. What's up with you porsche guys and porsche engines? Big block or bust! As a good German, it's gotta be a German drivetrain... There is no reason with an SLC chassis, 996tt motor breathed on and a spartan interior why this cannot be built for less than $85k, very basic of course. I for one would love to see Fran put this one on the books. Might even take the place of a 917 in the stable. And the spankings it would deliver to the porchego would be....pri¢ele$$!
5251
dbpedia
1
36
http://egarage.com/car-profiles/porsche-gt1/
en
A Glimpse of the Porsche GT1
http://egarage.com/wp-content/uploads/2013/02/Porsche-GT1.jpg
http://egarage.com/wp-content/uploads/2013/02/Porsche-GT1.jpg
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[]
[]
[ "" ]
null
[]
2013-02-13T16:20:47+00:00
We offer a glimpse of the Porsche GT1 Straßenversion. Only 25 GT1 Street (two 993 and twenty three 996 bodied) versions were built according to Porsche.
en
http://egarage.com/wp-content/themes/egarage_v2/assets/img/apple-touch-icon-57x57.png
eGarage
http://egarage.com/car-profiles/porsche-gt1/
Words: Drew Larrigan | Photos: Mohammed Al-Momen | Owner: Abdullah Like the highest caliber of art, a Porsche 911 GT1 Straßenversion is rare – only two 993 and twenty three 996 GT1 Street versions were built according to Porsche in order to for GT1 eligibility. The only time most of us will see a GT1 will be at the Porsche Museum in Germany. That was the first time I experienced a GT1 and I travel everywhere for these timeless machines. Once you get past the gorgeous lines of the traditional Porsche face you are led to what feels like a considerably longer Porsche profile. It’s clear this car was built for aerodynamics first and foremost, the tall wing and various inlets suggest aggression. No question, this said “Road Car” is a race car made for public use. Unfortunately the 25 road cars are a reclusive bunch, the last one on market was valued at $2.3 million. You can pace your local concours or even attend the local “Supercar” show, still a 911 GT1 is unlikely. The Porsche 911 GT1 was purposed built. Porsche was competing in the GT1 class in 24 Hours of LeMans in which they needed to outrun competitors McLaren F1 GTR, and Chrysler Viper. The homologation standards required a street version of the GT1, and so Porsche handed the keys over to any one who could buy-in and was willing to take this race car on civilian streets. In 1996, a gentlemen could purchase this mid-engine rwd Porsche packed with a twin-turbo Flat 6 engine producing 540 – 680hp. The power combined with a body built from Carbon Fiber and Kevlar propelled the GT1 0-60 in 3.8s, and if you were still holding on, 0-100 in 7.2s. Even by today’s standards this much power and race bred technology on the street is uncivil. But this is what a Supercar should be, and IS. It is not something the local mechanic can work on, nor can you simply phone a friend to see if they’ve had similar issues with the brakes. This is a league where personal dedicated mechanics come in, with a standard start-up schedule and a long log list for the start-up procedures. National Geographic named The 24 Hours of LeMans as the greatest sporting event in the World, ahead of the Olympics and the beloved World Cup. Who are we to question NatGeo? Agree or disagree, the sport of auto racing has, in turn, created a true supercar. We all should thank the French for LeMans.
5251
dbpedia
0
6
https://automobilist.com/en-us/products/porsche-911-gt1-24h-le-mans-100th-anniversary-1998
en
Porsche 911 GT1 - 24h Le Mans - 100th Anniversary - 1998
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In 1998, Porsche celebrated its 50th Anniversary and it was a memorable one, as they achieved an impressive 1-2 victory at the famous 24 Hours of Le Mans race. However, it was also a bittersweet year for the company as they mourned the loss of Fer...
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Automobilist
https://automobilist.com/en-us/products/porsche-911-gt1-24h-le-mans-100th-anniversary-1998
Story behind Porsche 911 GT1 In 1998, Porsche celebrated its 50th Anniversary and it was a memorable one, as they achieved an impressive 1-2 victory at the famous 24 Hours of Le Mans race. However, it was also a bittersweet year for the company as they mourned the loss of Ferry Porsche, who had passed away earlier that year. Dr. Porsche was present at the race, witnessing the team's 16th overall victory and celebrating the legacy of his late son. The winning Porsche was a remarkable machine, powered by a 3.2-litre twin-turbo engine that produced 550 horsepower. The mid-engine layout and lightweight construction, with a total weight of only 970 kilograms, allowed the car to achieve impressive speeds and cornering capabilities. We design each print using a world-unique combination of 3D renderings and CGI technology allowing us to re-create each car to precise coats of paint and scratches with a level of detail never seen before.
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dbpedia
3
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https://news.dupontregistry.com/news/watch-porsche-911-gt1-driving-italy/
en
Watch A 1-of-25 Street-Legal Porsche 911 GT1 Driving In Italy
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null
[ "Tyler Rampersaud" ]
2023-05-30T20:06:16+00:00
This ultra-rare 90s legend is an incredible sight.
en
https://news.dupontregistry.com/wp-content/uploads/2023/09/favicon-1.ico
duPont REGISTRY News
https://news.dupontregistry.com/news/watch-porsche-911-gt1-driving-italy/
The 1990s was an incredible era with legendary supercars coming straight from the race track and onto the roads. The GT1 class of racing set forth rules that required manufacturers to make street-legal cars along with the track-only race cars to adhere to homologation rules, which meant that in order for manufacturers to save costs, they often kept the production numbers incredibly low and made as few of these supercars as they needed to: 25 total, including prototypes. As a result, all of these hallowed supercars are incredibly rare and celebrated, and the Porsche 911 GT1 Straßenversion is one of the greatest examples, rare, iconic, and decorated with racing achievements. Made in a production run of just 25 cars including the prototypes, the Porsche 911 GT1 Straßenversion is a stunning piece of racing and automotive history, and while it wouldn’t be surprising to see a car like that kept meticulously in a garage, this beautiful silver example is seen in this new video from YouTube channel Varryx out and about, driving to appear at the Concorso d’Eleganza Villa d’Este in Lake Como, Italy. Seeing one of these cars at all is a once-in-a-lifetime experience, but seeing one be driven is even rare and more spectacular. View All Porsches For Sale Sources: Varryx via YouTube
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dbpedia
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https://modelingmadness.com/review/cars/lee911gt1.htm
en
24 Porsche 911
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Tamiya 1/24 Porsche 911 GT1 Kit Number: Sports Car Series No. 186 Price: $28 Decals: Two cars, numbers 25 and 26 from the 1996 Le Mans race Date of review: February 1, 1998 Review and photos by: Lee Kolosna Porsche's 911 GT1 racer was first introduced for the 1996 Le Mans endurance race with great success. The two cars entered finished second and third. Porsche went on to win the manufacturer's championship that year, which was remarkable considering the GT1 marked the company's return to competition after an eight-year absence. GT1 rules state that cars that are raced must be based on production vehicles, so Porsche is making thirty for sale to the general public. At an asking price of 1.5 Million Deutsche Marks, (about $887,500), they are going fast. Eighteen have already been sold. The race version of the car has a six cylinder, twin-turbocharged engine that produces over 600 HP, and with proper gearing a top speed of 220 MPH can be achieved. Tamiya came out with a kit late in 1997 in its sports car series. It is molded in white, black, chromed, and clear plastic. Also included are synthetic rubber tires, polycaps for attaching the wheels, and pre-cut masks for the window framing. Most impressively, a multi-colored decal sheet depicting the two 1996 Le Mans cars in their striking Mobil One paint jobs is included. This sheet might be the finest that I've seen provided in a car kit. Instructions outline 21 construction steps. A separate sheet indicating most of the placement of decals is also provided. Note that quite a few decals are applied in the middle of the construction process, so pay careful attention to the main instruction sheet for decal placement on the engine, instrument panel, drivers seat, wheels, and headlights. Painting instructions are listed in terms of Tamiya paint colors only. There is a lot of painting to do on this kit (nearly every single piece, in fact), so some of Tamiya's recommendations have to be made in terms of their goofy color blending ratios. I assumed that the recommendation for mixing one part chrome silver and one part gold for the brake calipers and drive shafts is Tamiya's way of defining brass, so I used the proper color in Testors' line. First off, I detached pieces on the chrome sprue that didn't need to be chromed, like the fuel tank, turbochargers, exhaust pipes, and various engine components. I gave them a fifteen minute soak in Formula 409 cleaning fluid. The chrome plating was completely removed, with no need for scrubbing. For the non-chrome parts, the general rule is that the white plastic parts stay white, and the black plastic parts are painted in colors other than white. The exception to this is the floor of the driver's compartment, which is gloss white. I used the new Testors Model Master Acryl paint, and it covered remarkably well with one coat. A second blast from the airbrush and I had very nice glossy coverage. I was quite pleased with the performance of this paint. The construction of the engine consumes a lot of time and makes for very slow going at the start. This is attributed to the need for painting each small piece in so many different colors. For example, the shock absorbers alone require painting with gloss red, flat aluminum, semi-gloss black, chrome silver, gold, metallic blue, and gloss black. Sheesh! Color pictures of the engine bay that I have seen show that the composite body structure is flat black instead of the semi-gloss black that Tamiya recommends, so I used Polly Scale flat black on the floor pan and in the interior of all the body pieces. Semi-gloss black was used on the suspension components and the air induction ducting. I spent time carefully painting the fan belts and pulleys, but after completing the model I noticed that you couldn't see any of this detail. Chalk this one up to the "God knows it's in there" category. Despite Tamiya's tremendous reputation for excellence in molding technology, each small part still needs some cleanup to remove mold marks and seams. While not extreme, the marks are visible and need to be dealt with. Some deep ejector pin marks in the floor plan of the engine compartment are the most conspicuous. Also, the interior of the rear body shell is rough and requires a bit of sanding to make smooth. Note that doing this will make the modeler begin to understand the words "anal retentive" all too well. For the most part, fit is excellent. I still didn't manage to get the exhaust pipes to line up properly, so they are hanging in free air at the point where they attach to the turbochargers. It's not really visible, so I didn't fret about it. When attaching the completed engine to the floor pan, I recommend not gluing parts A25 and A26 until after the engine is secure. You can then attach the pieces with tweezers and CA glue, insuring a perfect alignment with the engine firewall. Moving to the driver's compartment, the assembly is straightforward. Decals are provided for the instrument panel and the seat. Decals also define the seat harness, but applying them in the traditional way would make them unrealistically two-dimensional. I cut the harness decals out of the decal sheet and touched up the paper edges with a black Sharpie pen. I then cut off the buckles and replaced them with photo-etched pieces from a 1/32nd scale Eduard set of WWII aircraft seat belts (obviously not accurate, but close enough), and glued the harness to the seat. A final shot of Dullcoat laquer toned down the glossiness of the decals, and made for a nice three-dimensional look for the driver's seat. Once the body is glued on, I found that the cockpit area is remarkably dark and difficult to see, so attempts at super detailing here will generally go unrewarded. I attempted to sand a minor mold line off the four tires, but it can still be seen with the right angle of light. That synthetic rubber is tough stuff. The application instructions for putting the Michelin Pilot SXX decals on the tires are kind of awkward. I accelerated the process a little bit by dipping the sheet in water first, then holding it on the tire in the right position. The glue is on the topside of the decal, so be careful to get the decal on the tire quickly. Testors Dullcote Laquer reduced the shine of the decals after they dried. Some filling of body seams is required. The rear spoiler area needs attention, as do seams behind the rear wheels. For this I used CA glue. Don't glue part C19, the hood air intake louvers, until after you paint and decal the main body. This will make it easier to apply the three decals that go on the louvers themselves. For the primary paint job, I used Testor's Model Master Acryl gloss white once again. I added one drop of French Blue to the bottle and mixed it well to insure that I got a nice, cool white. After spraying the body with a couple of coats, I set it aside to dry for a couple of days. The rear view mirrors were painted with darkened French Blue. I attempt to match the color of blue with that of the markings on the decal sheet, with minor success. No matter how hard I try, I always get the orange peel effect in my gloss finishes. This is not a big deal, as I used the Micro Mesh polishing kit to smooth everything out. Starting with 2400 grit paper, then 3200, 4000, 6000, 8000, and finally 12000, the miraculous transformation was done. This is the first time that I have ever used a polishing kit, and I am mightily impressed. The advantage of using acrylic paint is the amount of time needed to dry before the polishing process can begin. With regular enamels, modelers will often wait weeks or months before the finish is dry. Acrylic paints can be polished much more quickly. I accidentally polished through the finish in a couple of spots, so I repainted, waited overnight, and polished them out again. Prepare for a long session with the decals. It is obvious that these were designed with a computer CAD program, because the fit was exceptionally good. I was able to get the very complicated markings into position with surprisingly little fuss. I recommend that all the clear areas around each decal be trimmed for better fit. Micro Scale Super Sol decal solution was used to get the decals to draw down on the surface of the car. A couple of decals need to be slightly cut to allow for a smooth application in the compound curve of the roof air scoop and on the hood. The only decal that gave me a slight problem was the white underlay for the huge "Porsche" on the windshield. It is larger than the decal that is placed on top of it, so I had to paint out the exposed underlay with black paint. The color of the white meatballs underneath the car number on the hood and each door is best described as "off white", which contrasts with the cool white of the body. There's not much I could do about it. After all the decals were dry, I applied a fairly heavy coat of Future to seal the markings. Keeping the coat thick insures a high gloss finish. To prevent the Future from developing runs, I accelerated the drying with a blast of warm air from a hair dryer. Amazing substance, that Future! For the windows, Tamiya provides pre-cut masking templates. They worked fairly well, although paint bled underneath in a few places. I cleaned this off with a toothpick and all was fine. All of the clear pieces, including the headlights, turn signals, and taillights fit exceptionally well and are beautifully transparent. I attached a whip antenna on the roof made from a small piece of 2 LB test fishing line. Tamiya's engine bay provides all the basics, but it doesn't capture the "busy" look of it, with cables and air ducts snaking all over the place. I fabricated a couple of oil coolers from sheet styrene, then attached fine wire to simulate the braided line. Finally, I added air duct tubing made from thick gardening wire that was painted flat orange. For only a couple of hours of work I was able to greatly enhance the appearance of the engine compartment. All told, I spent over 50 hours on this model. The paint and markings look stunning on the sexy lines of the 911. I can't get over what a bargain this kit is. It entertained me for a long time, the fit was very good (especially for such a complicated car kit), and the decals were delightful to apply. While this isn't a kit for beginners, it rewards the skilled modeler with a great overall building experience. We, as modelers, can't ask for any more from the model companies than that. Highly recommended. References: First Drive: Porsche 911 GT1, Car and Driver, August 1997 Rohr Porsche 911 GT1, Car and Driver, March 1998
5251
dbpedia
1
77
https://www.carthrottle.com/news/only-road-legal-porsche-911-gt1-evolution-will-set-you-back-over-ps2-million
en
The Only Road Legal Porsche 911 GT1 Evolution Will Set You Back Over £2 Million
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[ "" ]
null
[ "Matt Robinson" ]
2016-04-26T14:35:08+01:00
Only one racing version of the 911 GT1 was ever converted for road use, and it could be yours - if you're stinking rich
en
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CarThrottle
https://www.carthrottle.com/news/only-road-legal-porsche-911-gt1-evolution-will-set-you-back-over-ps2-million
There are lots of special Porsches out there, but few are as special as this one. Why? Because it’s one of a kind. Being a 911 GT1 it’s already of rare stock - only 23 ‘Straßenversion’ road cars and 18 race cars were made - but this particular example is the only road legal racing version. Despite having ‘911’ in the name, the GT1 has little to do with Porsche’s famous sports car other than taking elements of the 993’s front end, and later the ‘fried-egg’ style headlights from the 996. Porsche mounted a 3.2-litre twin-turbo, water-cooled flat-six in the middle of the tubular steel chassis (no rear-engine antics here), which was wrapped in a carbonfibre body. Power? Over 600bhp - a potent amount in a car weighing only 1050kg. The GT1 we’re looking at here was the only version to be given the Evolution upgrade from the factory - the others were upgraded some time after completion. It enjoyed reasonable success with privateer team Bytzek in North America, and underwent a £300,000 restoration in the UK from 2014-2015. It’s only been run for two hours since. Sound like the slice of Porsche motorsport history you want in on? It’s going under the hammer at RM Sotheby’s Monaco auction on 14 May, but predictably, it isn’t cheap: the estimate is €2,700,000 - €3,000,000. Up to £2.3 million, in other words…
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https://www.facebook.com/gt1history/posts/unicorns-the-porsche-911-gt1-98-mknab_13-built-to-race-at-le-mans-and-in-the-fia/1023121345390906/
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Facebook
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https://www.instagram.com/rarecarsonly/p/C7RkfJ3px-m/
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Instagram
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https://www.makaan.com/iq/news-views/mumbai-suburb-stations-ready-for-a-makeover
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Mumbai Local Network Railway Station To Be Redeveloped
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[ "Surbhi Gupta" ]
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Check out list of railway stations in Mumbai that would be rebuilt, redeveloped and refurbished with modern amenities and public facilities
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https://www.makaan.com/iq/news-views/mumbai-suburb-stations-ready-for-a-makeover
Come 2022 and Mumbaikars will be able to experience newly designed suburb railways stations equipped with world-class modern amenities. The plan for giving 19 Mumbai suburb stations have been submitted by the Mumbai Rail Vikas Corporation (MRVC) to the railway board for approval. The 19 stations in the plan were chosen based on the footfall and will be designed and developed to be decongested and be equipped to provide better facilities for the daily commuters. Apart from these 19 stations, nine other stations will be rebuilt to up the revenue. The complete project will cost Rs 880 crore. The stations The stations that will be given a makeover include Mumbai Central, Jogeshwari, Kandiwali, Mira Road, Bhayandar, Vasai Road, Nallasopara and Virar on the western railway while Bhandup, Mulund, Thane, Dombivli, Shahad, Neral, Kasara on the central railway and GTB Nagar, Chembur, Govandi, Mankhurd on the harbour line. The stations that will be rebuilt to make them commercially viable include Ghatkopar, Mumbai Central, Sion, Wadala Road, Kalyan, Kurla, Dadar, Parel and Bandra. The plan According to the plan submitted by the MRVC, all stations would have elevated decks to give more space to passengers. These decks would have ticket booking offices, foot-over-bridges and skywalks leading to the platforms. At present, only the Andheri and the Goregaon stations have elevated decks that have benefitted the commuters. *According to the proposed plan for the Mulund station redevelopment, the multiple entry points in the west will be closed and replaced with two entry halls. A wide deck will be constructed to connect the existing foot-over-bridges. All the station rooms and offices will also be deck-level while the ground level will be used for parking, escalators and elevators. *For the Virar station, improved passenger amenities will be installed such as escalators and lifts along with pick-up and drop-off points for auto rickshaws, taxis, railway offices and quarters. *At the Chembur station, commercial complexes will be built for on-the-go shopping experience. *At GTB Nagar, overbridges and the new platform will be built that would connect roads with the station. The funding The project falls under the Rs 54,000-crore Mumbai Urban Transport Project (MUTP). In the previous state Budget, a token allocation of Rs 1 crore was made towards MUTP for several big-ticket railway infrastructure projects such as an elevated fast corridor between Panvel and Chhatrapati Shivaji Maharaj Terminus (CSMT). According to the media reports, railway officials said the station improvement project is estimated to cost around Rs 880 crore and is expected to be executed by 2022. Earlier, Hafeez Contractor has offered to design 19 railway stations across the country for free. The government is yet to finalise the design consultant.
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https://www.railyatri.in/stations/dombivili-di
en
Dombivili (DI) Railway Station: Station Code, Schedule & Train Enquiry
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Get detailed info of Dombivili (DI) Railway Station with station code, schedule, arrival and departure timing on RailYatri. Check your train routes from Dombivili Railway Station.
en
https://images.railyatri.in/assets/favicon-c08a61add84a79ae324453673c0ea4b5c1a1911064ca26cf756736a012b48450.ico
https://www.railyatri.in/stations/dombivili-di
About Dombivili Station Dombivili Railway station is in Thane district making it an important railway station in the Indian state of Maharashtra. The station code name of Dombivili is ‘DI’. As part of one of the busiest and populated Indian states, Maharashtra, the Dombivili railway station is known amongst the top hundred train ticket booking and train traveling stations of the Indian Railway. The total number of trains that pass through Dombivili (DI) junction is 893.
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https://www.wikiwand.com/en/Mumbai_Suburban_Railway
en
Mumbai Suburban Railway
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The Mumbai Suburban Railway consists of exclusive inner suburban railway lines augmented by commuter rail on main lines serving outlying suburbs to serve the Mumbai Metropolitan Region. Spread over 390 kilometres (240 mi), the suburban railway operates 2,342 train services and carries more than 7.5 million commuters daily.
en
https://wikiwandv2-19431…icon-180x180.png
Wikiwand
https://www.wikiwand.com/en/Mumbai_Suburban_Railway
The Mumbai Suburban Railway (Marathi: मुंबई उपनगरीय रेल्वे, romanized:Mumbaī Upanagarīya Relve) (colloquially called local trains or simply locals)[2] consists of exclusive inner suburban railway lines augmented by commuter rail on main lines serving outlying suburbs to serve the Mumbai Metropolitan Region. Spread over 390 kilometres (240 mi),[3] the suburban railway operates 2,342 train services and carries more than 7.5 million commuters daily. The daily commuters constitute around 40% of the daily commuters of Indian Railways.[4][5] By annual ridership (2.64 billion), the Mumbai Suburban Railway is one of the busiest commuter rail systems in the world.[6][7][8][9] Trains run from 04:00 until 01:00, and some trains also run up to 02:30 or 03:00. It is the first suburban rail network in India.
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https://indiarailinfo.com/station/map/dombivli-di/6437
en
Dombivli Railway Station Map/Atlas CR/Central Zone
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null
[ "karthik" ]
2023-03-08T02:46:17+05:30
Zone: CR/Central Railway Zone. Type: Regular. Category: SG-1. Track: Quadruple Electric-Line. 1 Originating Trains. 0 Terminating Trains. 0 Halting Trains. 5 Platforms. Elevation: 11m. Airport: Mumbai Chhatrapati Shivaji International Airport/BOM 28 km. Railway Zone: CR/Central. Station Address: Mahatma Gandhi Rd, Vishnu Nagar, Dombivli West, Dombivli - 421202 / Ramnagar, Dombivli East, Dombivli - 421201 Maharashtra. India Rail Info is a Busy Junction for Travellers & Rail Enthusiasts. It also hosts a Centralized Database of Indian Railways Trains & Stations, and provides crowd-sourced IRCTC Train Enquiry Services.
//st.indiarailinfo.com/images/icon48.png
https://indiarailinfo.com/station/map/dombivli-di/6437
Mahatma Gandhi Rd, Vishnu Nagar, Dombivli West, Dombivli - 421202 / Ramnagar, Dombivli East, Dombivli - 421201 State: Maharashtra Elevation: 11 m above sea level Type: Regular Category: SG-1 Zone: CR/Central Division: Mumbai CSM Terminus No Recent News for DI/Dombivli Nearby Stations in the News Number of Platforms: 5 Number of Halting Trains: 0 Number of Originating Trains: 1 Number of Terminating Trains: 0
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http://majhadombivli.blogspot.com/2016/08/information-about-Dombivli.html
en
Majha Dombivli: Facts and Information about Dombivli City
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[ "View my complete profile" ]
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About Dombivli Dombivli or Dombivali  is the  First educated town in Maharashtra  and  second proficient town  in India. It is one of th...
en
http://majhadombivli.blogspot.com/favicon.ico
http://majhadombivli.blogspot.com/2016/08/information-about-Dombivli.html
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http://64.38.144.116/station/gallery/6437/4%3Ftt%3D0
en
Dombivli Railway Station Picture & Video Gallery
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null
[ "system" ]
2024-08-15T10:17:37+05:30
Pictures/Videos of DI/Dombivli (5 PFs) Railway Station. Mahatma Gandhi Rd, Vishnu Nagar, Dombivli West, Dombivli - 421202 / Ramnagar, Dombivli East, Dombivli - 421201 Maharashtra 1 Originating Trains 0 Terminating Trains 0 Halting Trains Elevation 11m Mumbai Chhatrapati Shivaji International Airport/BOM 28 km Railway Zone: CR/Central India Rail Info is a Busy Junction for Travellers & Rail Enthusiasts. It also hosts a Centralized Database of Indian Railways Trains & Stations, and provides crowd-sourced IRCTC Train Enquiry Services.
//st.indiarailinfo.com/images/icon48.png
https://indiarailinfo.com/station/gallery/videos-pictures-dombivli-di/6437
Mahatma Gandhi Rd, Vishnu Nagar, Dombivli West, Dombivli - 421202 / Ramnagar, Dombivli East, Dombivli - 421201 State: Maharashtra Elevation: 11 m above sea level Type: Regular Category: SG-1 Zone: CR/Central Division: Mumbai CSM Terminus No Recent News for DI/Dombivli Nearby Stations in the News Number of Platforms: 5 Number of Halting Trains: 0 Number of Originating Trains: 1 Number of Terminating Trains: 0
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https://www.lokmattimes.com/mumbai/mumbai-local-accidents-5-reasons-behind-overcrowding-deaths-on-suburban-trains-a517/
en
Mumbai Local Accidents: 5 Reasons Behind Overcrowding Deaths on Suburban Trains
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[ "Mumbai Local Trains", "Train Accident", "mumbai", "Central Railway", "Western Railway" ]
null
[ "Nirmeeti Patole", "nirmeeti-patole" ]
2024-05-10T17:34:10+05:30
Mumbai Local Accidents: 5 Reasons Behind Overcrowding Deaths on Suburban Trains - Since the beginning of the year till March 2024, around 565 passengers of Central and Western lines have lost ... Get Latest News on Mumbai only on lokmattimes.com
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Lokmat Times
https://www.lokmattimes.com/mumbai/mumbai-local-accidents-5-reasons-behind-overcrowding-deaths-on-suburban-trains-a517/
Since the beginning of the year till March 2024, around 565 passengers of Central and Western lines have lost their lives. Whereas 139 of them died after falling off of crowded trains. Mumbai grapples with a suburban rail system handling 1810 daily services for approximately 40 lakh passengers across 80 stations. With capacity exceeding 100%, the Mumbai Suburban Rail Network faces severe challenges during peak hours, witnessing a surge of 70% of daily commuters. Here are the 5 reasons behind over-crowding in CR trains and the subsequent deaths. Unsafe Commuting: Capacity Limits Breached Mumbai Rail Pravasi Sangh in a letter to Central Railway stated, “Commuters are travelling unsafely as the train capacity of 3600 commuters has reached alarming levels, with 4500 commuters at Diva station and a staggering 5600-5800 commuters packed into a single train at Kalwa station. This spot has witnessed the highest density of commuters in a single train throughout Mumbai City, raising grave safety concerns.” To address this critical issue, railway passenger associations suggest implementing halts of fast trains at Kalwa and Mumbra stations, allowing for better crowd management. Vaishali Jagre, a commuter from Dombivli, told LokmatTimes.com, “Diva- CSMT train service needs to be started as many people from Diva, Kalwa and Mumbra travel “down the way” to Kalyan due to which Dombivli commuters cant board trains. She stated that her office is in Vikroli and she leaves 3 to 4 trains to avoid rush. The Bottleneck of Commuter Influx Railway accidents occur frequently between Kalwa and Dombivali. A treacherous curve compounds the crisis. Additionally, at Kalwa and Mumbra, a significant bend in the creek causes the load to shift abruptly to one side. With a mere 6-minute distance between Mumbra and Kalwa, many passengers lose their balance and tragically fall to their deaths, unable to withstand the intense rush. Also Read | Mumbai Mega Block on 11 May, 2024: Local Train Services to be Affected on Western Line, Check Details Commuter Kiran Godbole told LokmatTimes.com that there is some alteration in tracks meant for local trains while building the tracks meant for mail expresses. “Timely Railway track inspection and improvement of elevation at turn including safety net at all critical spots E.g. Mumbra Creek should be done. Installation of safety net on all such spots should be made,” told Godbole. Staggered Office Timings: A Call for Governmental Intervention as Railway's Plea Falls on Deaf Ears Last year, CR wrote over 350 letters to companies requesting staggered shifts or rescheduled office hours to reduce overcrowding on trains. However, only about 15-20 responses came from small organizations with around 30 employees, which is insufficient to make a significant impact. Many commuters suggest that government agencies and ministries like Finance, MSME, Ministry of Commerce and Industry should urge organizations to alter their timings. Deepak Dubey, whose brother Avadhesh Dubey lost his life falling from an overcrowded CR train, believes that companies should allow work-from-home for those who can afford it to avoid such casualties. “We lost a young soul who could have contributed towards national growth by being part of the economy,” told Dubey. Why No Speed in Kalwa-Airoli Rail Link? Three months ago, Railways started construction of a new Suburban Rail Corridor between Airoli and Kalwa. This corridor will enable trans-harbour trains to bypass Thane, thereby reducing the heavy load on the station. However, commuters allege that the project is stalled as the authorities cannot solve the rehabilitation issues. Also Read | Watch: Piyush Goyal and Milind Deora Take Mumbai Local Train From Bandra to Borivali. Commuters say despite the addition of the 5th and 6th lines between Thane and Diva on the Central Main Line, a lack of new services and inadequate efforts from MPs have hampered progress on the crucial Airoli-Kalwa rail link project, affecting passengers from the Dombivli and Kalyan areas. Siddhesh Desai of the Mumbai Rail Pravasi Sangh says, “Authorities from MMRDA and MRVC can't act against slum lords illegally encroaching on the project land, leading to a standstill in the work.” Prioritizing Automated Door Systems On May 6, 2023, at 9 am, a concerning incident unfolded at platform number 2 of Diva railway station. Passengers, unable to board from the platform side, resorted to boarding a slow local train heading towards Mumbai from the opposite direction. To prevent this unsafe practice, the train doors were kept closed. However, some determined railway passengers still attempted to board the train by dangerously. Commuters in Mumbai are demanding the introduction of affordable auto-door closing local trains to replace the current fleet as a top priority. This move aims to enhance safety and prevent tragic incidents caused by overcrowding. Additionally, there is a pressing need for clear boarding and de-boarding markings on railway platforms, as well as designated local train gates for queue management. This systematic approach would facilitate an organized first-in, first-out passenger flow. Open in app
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dbpedia
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https://erail.in/station-live/dombivli-DI
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Dombivli Station Live Status of trains
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https://erail.in/images/erail-logo.jpg
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[ "Indian Railways Reservation Enquiry", "PNR Status", "Running Status", "Running History", "Time Table", "Train Route", "Route Map", "Arrival/Departure", "Fare Table", "Train Statistics", "Fare Chart", "Train Composition", "Indian Rail", "erail.in", "etrain", "indianrail" ]
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View trains in next 12 hours at Dombivli. Get Live status of trains with delays. Late running trains
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https://erail.in/station-live/dombivli-DI
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https://en.wikipedia.org/wiki/Dombivli_railway_station
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Dombivli railway station
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2011-12-01T08:57:58+00:00
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https://en.wikipedia.org/wiki/Dombivli_railway_station
Railway Station in Maharashtra, India Dombivli Railway Station, which serves the City of Dombivli, is the all time busiest railway station on the Central line of the Mumbai Suburban Railway network.
5063
dbpedia
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https://www.nobroker.in/flats-for-rent-in-mumbai_mumbai
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Gated Community Flats for Rent in Mumbai - NoBroker
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[ "flats for rent in Mumbai Mumbai", "flat for rent in Mumbai Mumbai", "apartments for rent in Mumbai Mumbai", "apartment for rent in Mumbai Mumbai", "apartments in Mumbai Mumbai for rent", "Mumbai Mumbai apartments for rent", "apartments near Mumbai Mumbai", "gated community flats for rent in Mumbai", "Mumbai" ]
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Searching for flat for rent in Mumbai , Mumbai without brokerage/No Brokerage. Check gated community flats for rent in Mumbai Mumbai with no brokerage. To Save brokerage click here.
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2 BHK Apartment In Nahar Amrit Shakti for Rent In Powai Mumbai Nahar Amrit Shakti Nahar Amrit Shakti Nahar International School, Sector R2, Chandivali, Powai, Mumbai 2024-08-312 BHK Flat In Nahar Amrit Shakti for Rent In PowaiNahar Amrit Shakti Nahar International School, Sector R2, Chandivali, Powai, Mumbai2 BHK Flat In Nahar Amrit Shakti for Rent In PowaiPowaimumbai2 BHK Flat In Nahar Amrit Shakti for Rent In PowaiPowaimumbaiREADY ₹ 75,000 No Extra Maintenance Rent (Negotiable) ₹2,00,000 Deposit 1,000 sqft Builtup 1/13 Posh Society Fully furnished Furnishing 2 BHK Apartment Type Family Preferred Tenants 31-Aug-2024 Available From The owner will be showing this property at 11:30 AM Today ! Join Visit Nearby: ICICI Bank Mumbai GhatkoparJb Nagar Metro StationCommunity ServiceKokan HospitalTECNO Marol Naka Metro Station 1 BHK Apartment In Appartment for Rent In Adarsh Nagar, Lower Parel Mumbai appartment NM joshi marg near Minerva, Shapoorji Pallonji Development Partner 2024-08-091 BHK Flat In Appartment for Rent In Adarsh Nagar, Lower ParelNM joshi marg near Minerva, Shapoorji Pallonji Development Partner1 BHK Flat In Appartment for Rent In Adarsh Nagar, Lower ParelAdarsh Nagar, Lower Parelmumbai1 BHK Flat In Appartment for Rent In Adarsh Nagar, Lower ParelAdarsh Nagar, Lower ParelmumbaiREADY ₹ 23,000 No Extra Maintenance Rent (Negotiable) ₹1,00,000 Deposit 400 sqft Builtup 1/5 Semi furnished Furnishing 1 BHK Apartment Type All Preferred Tenants Ready to Move Available From The owner will be showing this property at 12:00 PM Today ! Join Visit Nearby: ICICI Bank Parel CCD, Mumbai-Branch & ATMCotton Green Railway StationLakadawala SolitaireAditya Jyot Eye HospitalMetro INOX Cinema 2 BHK Flat In Consort for Rent In Borivali West Mumbai Link Rd, IC Colony Ext, I C Colony, Borivali West, Mumbai, Maharashtra 400103, India 2024-08-162 BHK Flat In Consort for Rent In Borivali WestLink Rd, IC Colony Ext, I C Colony, Borivali West, Mumbai, Maharashtra 400103, India2 BHK Flat In Consort for Rent In Borivali WestBorivali Westmumbai2 BHK Flat In Consort for Rent In Borivali WestBorivali WestmumbaiREADY ₹ 35,000 No Extra Maintenance Rent (Negotiable) ₹1,20,000 Deposit 750 sqft Builtup 1/25 Semi furnished Furnishing 2 BHK Apartment Type All Preferred Tenants 16-Aug-2024 Available From The owner will be showing this property at 04:30 PM Tomorrow ! Join Visit Nearby: Central Bank of India - Dahisar West BranchI.C. ColonyIntervention clinic pvt ltdKandivali (West)Carnival Cinemas Annex Mall, Borivali 1 BHK Flat In Coronet Building for Rent In Kandivali East Mumbai Lokhandwala Road, Anita Nagar, Lokhandwala Twp, Kandivali East, Mumbai, Maharashtra 400101, India 2024-08-141 BHK Flat In Coronet Building for Rent In Kandivali East Lokhandwala Road, Anita Nagar, Lokhandwala Twp, Kandivali East, Mumbai, Maharashtra 400101, India1 BHK Flat In Coronet Building for Rent In Kandivali EastKandivali Eastmumbai4001011 BHK Flat In Coronet Building for Rent In Kandivali EastKandivali EastmumbaiREADY400101 ₹ 25,000 No Extra Maintenance Rent (Non-Negotiable) ₹1,00,000 Deposit 525 sqft Builtup 1/9 Semi furnished Furnishing 1 BHK Apartment Type Family Preferred Tenants Ready to Move Available From The owner will be showing this property at 04:00 PM Tomorrow ! Join Visit Nearby: Sukh Shanti Co. Op. 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Hinduja Hospital & Medical Research CentreGTB Nagar Monorail Station 2 BHK Flat In Yash Park for Rent In Ghatkopar East Mumbai Pant Nagar, Near Pant Nagar Police Station 2024-08-132 BHK Flat In Yash Park for Rent In Ghatkopar EastPant Nagar, Near Pant Nagar Police Station2 BHK Flat In Yash Park for Rent In Ghatkopar EastGhatkopar Eastmumbai2 BHK Flat In Yash Park for Rent In Ghatkopar EastGhatkopar EastmumbaiREADY ₹ 50,000 No Extra Maintenance Rent (Non-Negotiable) ₹2,00,000 Deposit 700 sqft Builtup 1/14 Semi furnished Furnishing 2 BHK Apartment Type All Preferred Tenants Ready to Move Available From The owner will be showing this property at 11:30 AM Today ! 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ColonyIntervention clinic pvt ltdKandivali (West)Carnival Cinemas Annex Mall, Borivali 1 RK / Studio Flat In Raj Maria Apartment for Rent In Borivali West Mumbai I C Colony, Borivali West, Mumbai 2024-08-301 RK Flat In Raj Maria Apartment for Rent In Borivali WestI C Colony, Borivali West, Mumbai1 RK Flat In Raj Maria Apartment for Rent In Borivali WestBorivali Westmumbai1 RK Flat In Raj Maria Apartment for Rent In Borivali WestBorivali WestmumbaiREADY ₹ 19,000 No Extra Maintenance Rent (Negotiable) ₹57,000 Deposit 315 sqft Builtup 1/11 Semi furnished Furnishing 1 RK Apartment Type All Preferred Tenants 30-Aug-2024 Available From The owner will be showing this property at 12:00 PM Today ! Join Visit Nearby: Central Bank of India - Dahisar West BranchI.C. ColonySANCHAITI SUPERSPECIALITY HOSPITALKandivali (West)Carnival Cinemas Annex Mall, Borivali 1 BHK Apartment In Vrindavan Dham Apartment for Rent In Mulund East Mumbai Vrindavan dham Apartment VP Padke Marg adjecent to Amol Co Operative Housing Society Limited 2024-08-181 BHK Flat In Vrindavan Dham Apartment for Rent In Mulund EastVP Padke Marg adjecent to Amol Co Operative Housing Society Limited1 BHK Flat In Vrindavan Dham Apartment for Rent In Mulund EastMulund Eastmumbai1 BHK Flat In Vrindavan Dham Apartment for Rent In Mulund EastMulund EastmumbaiREADY ₹ 19,000 No Extra Maintenance Rent (Negotiable) ₹75,000 Deposit 510 sqft Builtup 1/37 Budget Friendly Semi furnished Furnishing 1 BHK Apartment Type All Preferred Tenants 18-Aug-2024 Available From Nearby: Bank Of BarodaMulund East Railway Station Bus StopYash Paradise GymJupiter Hospital ThaneGold Cinema, Thane 1 BHK Apartment In Sunrise Tower for Rent In Goregaon West Mumbai Sunrise Tower Sunrise Tower, Unnat Nagar III, Motilal Nagar III, Goregaon West, Mumbai, Maharashtra, India 2024-09-081 BHK Flat In Sunrise Tower for Rent In Goregaon WestSunrise Tower, Unnat Nagar III, Motilal Nagar III, Goregaon West, Mumbai, Maharashtra, India1 BHK Flat In Sunrise Tower for Rent In Goregaon WestGoregaon Westmumbai1 BHK Flat In Sunrise Tower for Rent In Goregaon WestGoregaon WestmumbaiREADY ₹ 31,000 No Extra Maintenance Rent (Negotiable) ₹1,00,000 Deposit 350 sqft Builtup 1/24 Fully furnished Furnishing 1 BHK Apartment Type Family Preferred Tenants 08-Sep-2024 Available From The owner will be showing this property at 05:00 PM Today ! Join Visit Nearby: VIJAYA BANK, GOREGAON WESTJogeshwari WestSawant YogaKokilaben Dhirubhai Ambani Hospital and Medical Research InstituteGoregaon (East) 2 BHK Flat In Sagar Samrat for Rent In Sagar Samrat Chs Mumbai Sagar Samrat 2024-09-022 BHK Flat In Sagar Samrat for Rent In Sagar Samrat ChsSagar Samrat2 BHK Flat In Sagar Samrat for Rent In Sagar Samrat ChsSagar Samrat Chsmumbai2 BHK Flat In Sagar Samrat for Rent In Sagar Samrat ChsSagar Samrat ChsmumbaiREADY ₹ 34,000 No Extra Maintenance Rent (Non-Negotiable) ₹80,000 Deposit 840 sqft Builtup Low Deposit Fully furnished Furnishing 2 BHK Apartment Type All Preferred Tenants 02-Sep-2024 Available From The owner will be showing this property at 01:00 PM Today ! Join Visit Nearby: VIJAYA BANK, GOREGAON WESTJogeshwari WestPeople's GymMN (Muskan) Medical Center - Goregaon mumbaiGoregaon West 1 BHK Flat In Leena Heritage for Rent In Girgaon Mumbai Karshetji Rana Street 2024-08-161 BHK Flat In Leena Heritage for Rent In GirgaonKarshetji Rana Street1 BHK Flat In Leena Heritage for Rent In GirgaonGirgaonmumbai1 BHK Flat In Leena Heritage for Rent In GirgaonGirgaonmumbaiREADY ₹ 43,500 No Extra Maintenance Rent (Negotiable) ₹90,000 Deposit 650 sqft Builtup 1/17 Semi furnished Furnishing 1 BHK Apartment Type All Preferred Tenants 16-Aug-2024 Available From The owner will be showing this property at 06:30 PM Tomorrow ! Join Visit Nearby: The Aajara Co-operative Bank LimitedCotton Green Railway StationLakadawala SolitaireZain Eye careMetro INOX Cinema 2 BHK Apartment In Deepashree Apartment for Rent In Andheri East Mumbai Deepashree Apartment Bamanwada, Andheri East, near Fluorescent By Bizzgrow Hotels,fab hotel 2024-08-312 BHK Flat In Deepashree Apartment for Rent In Andheri EastBamanwada, Andheri East, near Fluorescent By Bizzgrow Hotels,fab hotel2 BHK Flat In Deepashree Apartment for Rent In Andheri East Andheri Eastmumbai2 BHK Flat In Deepashree Apartment for Rent In Andheri East Andheri EastmumbaiREADY ₹ 50,000 No Extra Maintenance Rent (Non-Negotiable) ₹2,00,000 Deposit 620 sqft Builtup 1/13 Fully furnished Furnishing 2 BHK Apartment Type All Preferred Tenants 31-Aug-2024 Available From The owner will be showing this property at 11:00 AM Today ! Join Visit Nearby: HDFC BankJogeshwari WestCommunity ServiceKokilaben Dhirubhai Ambani Hospital and Medical Research InstituteTECNO Marol Naka Metro Station 1 BHK Flat In Oshiwara Classic Chs for Rent In Jogeshwari West Mumbai Near Oshiwara Bus Depot New Link Rd, Prakash Nagar, Patliputra, Jogeshwari West, Mumbai, Maharashtra 400102 2024-08-311 BHK Flat In Oshiwara Classic Chs for Rent In Jogeshwari WestNear Oshiwara Bus Depot New Link Rd, Prakash Nagar, Patliputra, Jogeshwari West, Mumbai, Maharashtra 4001021 BHK Flat In Oshiwara Classic Chs for Rent In Jogeshwari WestJogeshwari Westmumbai1 BHK Flat In Oshiwara Classic Chs for Rent In Jogeshwari WestJogeshwari WestmumbaiREADY ₹ 38,000 No Extra Maintenance Rent (Non-Negotiable) ₹1,00,000 Deposit 700 sqft Builtup 1/8 Semi furnished Furnishing 1 BHK Apartment Type All Preferred Tenants 31-Aug-2024 Available From The owner will be showing this property at 04:30 PM Today ! Join Visit Nearby: VIJAYA BANK, GOREGAON WESTJogeshwari WestKokilaben Dhirubhai Ambani Hospital and Medical Research InstituteGoregaon (East)SunCity Mukta A2 Cinemas, Vile Parle (East) 2 BHK Apartment In Radhika Apartment. for Rent In Andheri East Mumbai Radhika Apartment. Ajit Nagar, J B Nagar, near Satyanarayan Goenka Bhavan 2024-09-192 BHK Flat In Radhika Apartment. for Rent In Andheri EastAjit Nagar, J B Nagar, near Satyanarayan Goenka Bhavan 2 BHK Flat In Radhika Apartment. for Rent In Andheri East Andheri Eastmumbai2 BHK Flat In Radhika Apartment. for Rent In Andheri East Andheri EastmumbaiREADY ₹ 47,000 No Extra Maintenance Rent (Non-Negotiable) ₹1,00,000 Deposit 530 sqft Builtup 1/27 Commute Friendly Fully furnished Furnishing 2 BHK Apartment Type Company Preferred Tenants 19-Sep-2024 Available From The owner will be showing this property at 03:00 PM Today ! Join Visit Nearby: HDFC BankJogeshwari WestCommunity ServiceSaroogi HospitalTECNO Marol Naka Metro Station 2 BHK Apartment In Gk Sai Radha Complex for Rent In Bhandup West Mumbai Gk Sai Radha Complex LBS marg, Bhandup West, Mumbai, Maharashtra, INDIA. 2024-08-132 BHK Flat In Gk Sai Radha Complex for Rent In Bhandup WestLBS marg, Bhandup West, Mumbai, Maharashtra, INDIA.2 BHK Flat In Gk Sai Radha Complex for Rent In Bhandup WestBhandup Westmumbai2 BHK Flat In Gk Sai Radha Complex for Rent In Bhandup WestBhandup WestmumbaiREADY ₹ 43,000 No Extra Maintenance Rent (Negotiable) ₹1,20,000 Deposit 785 sqft Builtup 1/13 Posh Society Unfurnished Furnishing 2 BHK Apartment Type All Preferred Tenants Ready to Move Available From The owner will be showing this property at 11:30 AM Today ! Join Visit Nearby: SVC BankMulund East Railway Station Bus StopAastha Health Care - Centre for Laparoscopic Weight Loss SurgeryCinepolisDr. Chintamani Dwarkanath Deshmukh Garden 1 BHK Flat In Swapnapurti New Mhada Colony for Rent In Antop Hill Mumbai Ravji Ganatra Marg 2024-08-121 BHK Flat In Swapnapurti New Mhada Colony for Rent In Antop HillRavji Ganatra Marg1 BHK Flat In Swapnapurti New Mhada Colony for Rent In Antop HillAntop Hillmumbai1 BHK Flat In Swapnapurti New Mhada Colony for Rent In Antop HillAntop HillmumbaiSUSPENDED ₹ 22,000 No Extra Maintenance Rent (Negotiable) ₹90,000 Deposit 363 sqft Builtup 1/5 Unfurnished Furnishing 1 BHK Apartment Type All Preferred Tenants Ready to Move Available From The owner will be showing this property at 06:00 PM Today ! Join Visit Nearby: VIJAYA BANK, GOREGAON WESTJogeshwari WestKokilaben Dhirubhai Ambani Hospital and Medical Research InstituteGoregaon (East)SunCity Mukta A2 Cinemas, Vile Parle (East) 2 BHK Flat In Powai Park for Rent In Powai Mumbai Powai Park, High St, Hiranandani Gardens, Powai, Mumbai, Maharashtra 400076, India 2024-09-142 BHK Flat In Powai Park for Rent In PowaiPowai Park, High St, Hiranandani Gardens, Powai, Mumbai, Maharashtra 400076, India2 BHK Flat In Powai Park for Rent In PowaiPowaimumbai2 BHK Flat In Powai Park for Rent In PowaiPowaimumbaiREADY ₹ 75,000 No Extra Maintenance Rent (Negotiable) ₹2,00,000 Deposit 1,100 sqft Builtup 1/40 Fully furnished Furnishing 2 BHK Apartment Type Family Preferred Tenants 14-Sep-2024 Available From The owner will be showing this property at 10:00 AM Today ! 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Fwd: HISTORY OF DOMBIVLI - PURE NOSTALGIC MEMORIES
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Dombivli or Dombivali (Marathi: डोंबिवली) is a Locality in Thane district, Kalyan tehsil in Maharashtra, India. It is located about fifty kilometres from the city of Mumbai, and about twenty kilometres from Thane. The population of the city, according to the 2011 census is 2,293,000,[citation needed]. It is an important suburb of Mumbai. History As Dombivli is a recent settlement its history does not date back to a very ancient period. In the year 1075, King Harpal Dev had referred to Dombivli on the stone inscriptions, which was situated in Mahul village, near the Turbhe Port. Dombivli is in existence as a village for approximately 800 years. The stone writings referring to its existence in the years 1396-97 still exist in Dombivli. The Portuguese stationed themselves at several places when they came to Dombivli. Existence of Dombivli can also be traced back approximately in the year 1730 during the Peshwa Rule. In the 19th Century farmers cultivated Paddy and sold it in the areas from Kalyan to Mumbai. Dombivli was surrounded by the ruins of the following villages. To the East the Chole village, To the West is the Airey(Aayre) village, To the South is the Patharli village, And to the North is the Thakurli village. In the year 1880, the first person who settled down in Kopargaon near Dombivli was late Shri-Narayan Atmaram Patkar. He had two ships, which he used to transport and trade in Rice and other commodities through the Kalyan Creek. [1] Government On October 1, 1983,[1] the Dombivli Municipal Council was merged with that of neighbouring Kalyan, to form a new governing body, the Kalyan Dombivli Municipal Corporation(KDMC). Demographics and Culture The population of Dombivli has over the years been subject to dynamic influences. The city's population is predominantly Marathi-speaking Maharashtrians but people from all over the country have made Dombivli their home. Significant number of people from Gujarat, Karnataka, Tamil Nadu, Kerala, Uttar Pradesh and Punjab are to be found here. The unique culture of Dombivli is reflected in the 'Navavarsha Swagat Shobha yatra' that started in the city in late 1990s. The Yatra is organised on the first day of the Hindu New Year. People from and near Dombivli take part with their own 'Chitrarathas' to welcome the new year. Dombivli has a unique, mixed culture. People celebrate every festival from Diwali to Eid, Dandiya, Ganpati etc. Dombivli is also known for its "Poli Baaji Kendras". There are many stalls which prepare this and it serves mainly for the purpose of working couples and bachelors. Batata Wada and Misal are other recipes. [2] Economy Dombivli has been witnessing several slum growth . The industrial part of the city has a number of factories manufacturing dyes, paints, and industrial/agricultural chemicals. Heavy metal factories manufacturing a wide variety of equipment are also based in this region. A few nationally prominent industrial establishments that have manufacturing plants in Dombivli are Gharda Chemicals, Vicco Labs, Lloyd Steel, and Deepak Fertilizers. The city has three railway stations under its jurisdiction: Dombivli Railway Station, Thakurli Railway Station, Kopar Railway station, Upper Kopar Railway station (Used by Diva-vasai, Panvel-Dahanu Trains) Transport Railway Dombivli railway station was built up in the year 1887. Currently it has got 5 platforms and 6 railway tracks. The Suburban Railway system can be considered as the major arterial communication and transport channel for the residents of Dombivli. It is well connected with Mumbai and has frequent trains in both up and down directions. Both Fast and Slow local trains traveling towards Mumbai CST and towards Karjat or Kasara halt here. Road Road connectivity is present but nothing to boast about. It is connected by a state highway to Kalyan, Panvel, Thane and Navi Mumbai. Municipal corporation provides local bus service KDMT within city and out of city up to Kalyan and Navi-Mumbai. ♦==History== "Dombivli Shaharacha Itihaas", the History of Dombivli city was twice biographed. Once in late 1950 and recently in 2000. It is believed that The Name Dombivli is derived from its inhabitants. The "Dombs" or the ones who actually perform after death creamation of Hindus on the pyre. Since Kalyan was "the place" in the history Dombivli was supposed to be the outskirt of erstwhile Kalyan. The locals popularly known as "Bhoomi putras" or the sons of the soil are from the Agri and Koli Community. Agris are those who own paddy fields and salt pans. Whereas Kolis, the fishing community ruled the seas. As for Dombivli is concerned both the cultivation & fishing professions are in the history books. Academics There are many schools around Dombivli but the most renowned are 1)S.V.Joshi Highschool 2)S.I.A High School 3)I.E.S's Chandrakant Patkar Vidyalaya 4)Vidya Niketan 5)Tilak Vidya Mandir
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en
Dombivli Railway Station Picture & Video Gallery
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null
[ "system" ]
2024-08-15T10:18:22+05:30
Pictures/Videos of DI/Dombivli (5 PFs) Railway Station. Mahatma Gandhi Rd, Vishnu Nagar, Dombivli West, Dombivli - 421202 / Ramnagar, Dombivli East, Dombivli - 421201 Maharashtra 1 Originating Trains 0 Terminating Trains 0 Halting Trains Elevation 11m Mumbai Chhatrapati Shivaji International Airport/BOM 28 km Railway Zone: CR/Central India Rail Info is a Busy Junction for Travellers & Rail Enthusiasts. It also hosts a Centralized Database of Indian Railways Trains & Stations, and provides crowd-sourced IRCTC Train Enquiry Services.
//st.indiarailinfo.com/images/icon48.png
https://indiarailinfo.com/station/gallery/videos-pictures-dombivli-di/6437
Mahatma Gandhi Rd, Vishnu Nagar, Dombivli West, Dombivli - 421202 / Ramnagar, Dombivli East, Dombivli - 421201 State: Maharashtra Elevation: 11 m above sea level Type: Regular Category: SG-1 Zone: CR/Central Division: Mumbai CSM Terminus No Recent News for DI/Dombivli Nearby Stations in the News Number of Platforms: 5 Number of Halting Trains: 0 Number of Originating Trains: 1 Number of Terminating Trains: 0
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http://trainweb.org/railworld/TMS2/
en
Train Management System
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Train Management System (TMS) Central Railway and Western Railway. WR TMS is up and running for few years now and this design has been approved by RDSO. CR has initiated process to install TMS to cover up major suburban traffic that will cover up five segments, one major and 4 smaller ones. Major section is CSTM - KYN. Four minor segments are, Ambivli on Igatpuri side, Ambarnath on Pune side beyond Kalyan, Bhiwandi Road on Vasai side beyond Dombivli and Dativli chord cabin beyond Diva on Panvel side. Most common misconception about TMS is, it a signal controlling system. That is not true. It is indeed a TMS with multiple parameters, signals being just one of many. The project is estimated to cost Rs. 37 crores or so and is expected to be ready by early 2008 or so. Part 1 - TMS Requirements Functional: TMS is proposed to be provided in CSTM - KYN suburban section covering slow, fast, Mail / Express corridors of Mumbai division. In addition, it will also cover four minor segments are, Ambivli on Igatpuri side, Ambarnath on Pune side beyond Kalyan, Bhiwandi Road on Vasai side beyond Dombivli and Dativli chord cabin beyond Diva on Panvel side. The response time between a changes of state at wayside station and its display at Central control shall be less than two seconds. General: Train Describer / Management System (TDS) is broadly computer based information storage cum retrieval system located in control office. System collects signaling information such as signals, points, track circuits, route setting, etc. from various station interlocking on Real Time basis. It also collects train identification information from the train originating stations. All this information is processed by the system and movement of trains at various locations together with status of signals is displayed to authorities. TMS is to provide effective method of regulating trains by monitoring their movement and facilitates in taking timely decision for diversion of trains, induction and withdrawal of rakes, planning reversal of rakes, etc. It shall provide timely information to commuters through display boards and via announcements made on public address system provided at all stations. The system shall also generate punctuality reports, unusual reports, train graphs, rake and crew links and other management reports. The system shall provide data input to relay interlocking at few locations for remote operation of points, etc. for control of train movements at these stations from Central control office at CSTM. The system shall have auto-route setting facility for tracks at CSTM station and yard. Part 2 - Operation Fiber Optic based communication is available at every station between CSTM and KYN. Passenger Information System: Microprocessor based train indicator boards are available at CSTM, PR, CLA and KYN. EPROM based train indicator boards are available at MSD, SNRD, BY, CHG, CRD, DR, MTN, SIN, VVH, GC, VK, KJRD, BND, MLND, TNA, KLV, DW, DI, THK. Electronic Diode Matrix type train indicator boards are available at MBQ. Train Operation: 1) At present, 110 EMU rakes are used for operation of suburban trains. 2) EMU car sheds are located at CLA, KLV and SNPD. 3) Electric loco sheds are located at CSTM and KYN. 4) Diesel loco sheds are located at CLA and KYN. 5) Crew booking and management is done at lobbies at CSTM, CLA, KPT, TNA and KYN. 6) Entry / Exit points for trains are: a) MZN / BY yards for maintenance / holding of long distance trains. b) Stabling sidings at CSTM, CLA, TNA and KYN. Additional sidings are planned at BY and and THK. c) At Diwa, trains from WR and KR enter the network. d) Loco / EMU workshops at PR and MTN e) Wadibunder, Sion, Trombay/Kurla, New Mulund for goods trains Please refer to List of Stations & Station codes. Scope and future expansion: 1) It shall have provision for adding CSTM - PNVL harbor line 2) It shall have provision to add KYN - IGP and KYN - KJT 3) It should have capacity to handle following infrastructure. a) 55 stations b) 110 simultaneous trains c) 40,000 indications d) 8,000 remote commands pertaining to signal/point/route operation e) 3,000 data inputs related individual train timetable f) 40 modes on network in central control Expandability: 1) Upto 80 stations 2) 150 simultaneous trains 3) 60,000 indications 4) 10,000 remote commands 5) 4,000 defined individual train timetables 6) Upto 50 modes on network in central control Dynamic Performance: The commissioned system shall have following dynamic performance parameters. 1) 150 simultaneous running trains 2) 50 route commands per minute 3) 200 other commands per minute 4) 1,000 indications per minute. Please refer to Performance Requirements. Part 3 -General Description and facilities at overview Mimic Indication panel 1) The overview mimic panel shall be vertical and placed in arc shape mode so that all parts of the panel are visible with ease when seen from distance of 10 feet. 2) Station layouts can be arranged in two or more layers, top, bottom and middle. 3) The lowest row should not be less than 1.5 meters from ground to ensure proper viewing angle. 4) Independent exclusive shunting lines need not be shown in the station layout. Where shunt path leads to main line, path of shunt on main line only needs to be shown. 5) Station codes, signals, shunt/main track, train description shall be displayed. Field objects should be as per geographical layout. For trains, only train #s shall be displayed. 6) The width, height of overview panel shall be so that it is able to accommodate 6 lines from CSTM to SNRD, 4 main lines from SNRD - CLA, 6 lines from CLA - KYN. 7) Two harbor lines from CSTM - CLA, which are in planning stage, shall also be catered for. At Diwa, where trains from WR and KR join CR system, adequate space should be provided for indications to operator for all tracks & trains. 8) In addition, EMUs can join/leave CR system at CSTM, CLA, KLV and SNPD car sheds. 9) Sufficient space shall be made available between track indications for alphanumeric display. Specifications for DLP Display system: 1) Screen size: 67 - 70 inches diagonal 2) Imaging panel: DLP - Single chip DMD 3) Light Source: Dual lamp system - UHP, minimum power range 100 W with auto lamp switchover, user replaceable lamp 4) Lamp use: Single to dual redundant operation. Hot standby lamp operation, i.e. switching time in case of master lamp failure is virtually zero. 5) Resolution: SXGA Plus (1400 x 1050) 6) Power: AC 160v -240v 50 Hz Please see Display Locations at various points of CR network. Part 4 - How WR TMS works TMS at CR is still under development. However TMS at WR is operational for last few years and this design is approved by RDSO. So I would use WR model for describing the working of TMS. Every driving cab in WR has conical shaped antenna mounted on roof top. The TMS input unit in cab transmits the driving cab # to central system. TMS1 and TMS2 . Antenna on CR EMU can be seen at CR Antenna1 and CR Antenna2 . As a result, loco inspector at CCG or TNL at BCT can see details of rakes at CCG platform like: Screen1 and Screen2. So far we have accounted for unit # of rake. Now the next question is, how to relate unit # with train #s and TT. Every EMU bears a unique train # while plying on tracks. This # is one or two alphanumeric characters long. When EMU leaves car shed, it gets train # assigned and it is entered into TMS manually. Similarly, a stabled rake arrives on platform at the beginning of day, ASM enters this train # . This accounts for six digit train Identification in TMS as shown here under item # 9. In addition to train #, EMU also gets trip # consisting four numeric characters making it easy to match with WTT. Let's look at one EMU and her few trips during day. Details are from old WTT and may have changed. Train # AQ Trip # 3 Dep BA 4:05 Arr BVI 4:40 Trip # 22 Dep BVI 4:46 Arr CCG 5:51 Trip # 51 Dep CCG 5:53 Arr BVI 6:58 Trip # 100 Dep BVI 7:05 Arr CCG 8:10 Trip # 155 Dep CCG 8:12 Arr BA 8:44 (Not on Sunday/Holidays. Else pick up Trip # 174) On weekdays, her last trip would be: Trip # 859 Dep CCG 22:39 Arr BVI 23:24 . She gets new Train # the next day and ASM at BVI enters it into TMS. Car shed may pick her up on Sundays/Holidays or leave her stabled at BA. Depending upon action by car-shed, she may lose her train # or may keep it. On weekdays, she will continue her trips for the rest of the day as Train # AQ. Now with this manual input of train #, TMS knows about her trips, whether she has 9-coaches or 12-coaches. Traction controllers (TNL) may change her route from Fast track to slow track and vice versa but TMS knows the train # associated with unit so no input necessary. Only when TNL assigns a working of another train to her, he keys in the changes into TMS to reflect new trip # she will be working at. Same scenario when Control Tower assigns available platform for her which could be the same as expected or different from what is expected normally, the display on platform and electronic announcements will identify her correctly. So TMS operator or ASM gets following screen. http://tinyurl.com/fo5pa He/She need not know unit #, train # or anything like that. TMS also gets input from signal circuits to know if that specific unit has passed signal and her location. TMS sends announcements to PA system at respective stations, sends input to display showing ETA, sets indicators to reflect TT for the rake arriving on individual platform. The whole system works without much interference under normal circumstances. However, things go wrong at times and lots of manual input is required. That explains why every ASM, TNL and car-shed's SSE has TMS terminal handy. More pictures of WR TMS can be seen at http://trainweb.org/railworld/TMS/
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9
https://indiarailinfo.com/station/blog/dombivli-di/6437
en
Dombivli Railway Station Forum/Discussion
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[ "indianrail", "irctc", "reservation", "pnr", "fare", "time table", "railway", "india", "indian", "indian rail", "rail", "indian railways", "travel", "tourism", "tourist", "tickets", "ticket", "lookup", "schedule", "schedules", "running status", "status", "accommodation", "seat", "seats", "booking", "book", "railways", "train", "timetable", "arrival", "departure", "availability", "fares" ]
null
[ "system" ]
2024-08-29T03:18:06+05:30
Blog/Discussion/Pictures/Videos of DI/Dombivli (5 PFs) Railway Station. Mahatma Gandhi Rd, Vishnu Nagar, Dombivli West, Dombivli - 421202 / Ramnagar, Dombivli East, Dombivli - 421201 Maharashtra 1 Originating Trains 0 Terminating Trains 0 Halting Trains Elevation 11m Mumbai Chhatrapati Shivaji International Airport/BOM 28 km Railway Zone: CR/Central India Rail Info is a Busy Junction for Travellers & Rail Enthusiasts. It also hosts a Centralized Database of Indian Railways Trains & Stations, and provides crowd-sourced IRCTC Train Enquiry Services.
//st.indiarailinfo.com/images/icon48.png
https://indiarailinfo.com/station/blog/dombivli-di/6437
Mahatma Gandhi Rd, Vishnu Nagar, Dombivli West, Dombivli - 421202 / Ramnagar, Dombivli East, Dombivli - 421201 State: Maharashtra Elevation: 11 m above sea level Type: Regular Category: SG-1 Zone: CR/Central Division: Mumbai CSM Terminus No Recent News for DI/Dombivli Nearby Stations in the News Number of Platforms: 5 Number of Halting Trains: 0 Number of Originating Trains: 1 Number of Terminating Trains: 0
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https://www.waze.com/live-map/directions/kopar-railway-station-dombivli-east%3Fto%3Dplace.w.47907008.478939009.9321319
en
Driving directions, live traffic & road conditions updates
https://web-assets.waze.…om/social/og.png
https://web-assets.waze.…om/social/og.png
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[ "" ]
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Realtime driving directions based on live traffic updates from Waze - Get the best route to your destination from fellow drivers
en
Waze
https://www.waze.com/live-map/directions/kopar-railway-station-dombivli-east%3Fto%3Dplace.w.47907008.478939009.9321319
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dbpedia
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20
https://timesofindia.indiatimes.com/city/mumbai/thane-kurla-most-unsafe-on-local-train-network/articleshow/45960413.cms
en
Thane, Kurla most unsafe on local train network
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https://static.toiimg.co…pad-40/photo.jpg
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[ "Mumbai news", "Mumbai latest news", "Mumbai news live", "Mumbai news today", "Today news Mumbai", "Mumbai Suburban railways", "local train network", "Kurla", "GRP statistics" ]
null
[ "Nitasha Natu" ]
2015-01-21T03:12:00+05:30
Thane and Kurla were the most unsafe stretches on the Mumbai suburban railway network in 2014, going by GRP statistics.
en
https://m.timesofindia.c…-precomposed.png
The Times of India
https://timesofindia.indiatimes.com/city/mumbai/thane-kurla-most-unsafe-on-local-train-network/articleshow/45960413.cms
Nitasha Natu is a Senior Assistant Editor with the Times of India and writes on gender, human rights, road safety and law enforcement. She has received the Laadli Media & Advertising Award for Gender Sensitivity in 2021. She tweets @nnatuTOI
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22
https://timesofindia.indiatimes.com/city/mumbai/mumbai-snag-hits-central-railway-services-for-2-hours-54-trains-cancelled-100-delayed/articleshow/112298784.cms
en
2-hour misery for commuters: What led to train cancellations and delays on Central Railway
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[ "Mumbai news", "Mumbai latest news", "Mumbai news live", "Mumbai news today", "Today news Mumbai", "train disruption", "passenger inconvenience", "local train services", "kalyan", "Dombivli-Thakurli stations", "dombivli", "delayed trains", "Central Railway services", "Central Railway", "cancelled trains" ]
null
[ "Manthank Mehta" ]
2024-08-06T02:03:00+05:30
Central Railway's main line services faced two-hour disruptions between Dombivli and Thakurli due to snapped overhead wires. Around 54 trains were can
en
https://m.timesofindia.c…-precomposed.png
The Times of India
https://timesofindia.indiatimes.com/city/mumbai/mumbai-snag-hits-central-railway-services-for-2-hours-54-trains-cancelled-100-delayed/articleshow/112298784.cms
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Mumbai Suburban Railway
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https://en.wikipedia.org/wiki/Mumbai_Suburban_Railway
Set of railway lines in India Mumbai Suburban RailwayOverviewNative nameमुंबई उपनगरीय रेल्वेOwnerIndian RailwaysLocaleMumbai Metropolitan RegionTransit typeSuburban RailNumber of lines7Number of stations150 Daily ridership61.95 lakh/6.195 million (2022–23)[1]Annual ridership2.261 billionHeadquartersChhatrapati Shivaji Maharaj Terminus (CR) Churchgate (WR)WebsiteCentral Railway Western RailwayOperationBegan operation16 April 1853; 171 years ago ( )Operator(s)Central Railways Central line Harbour line Trans-Harbour line Port (Nerul–Uran) line Panvel–Karjat line Panvel–Diva–Vasai line Western Railways Western line Train length12 or 15 coachesTechnicalSystem length427.5 kilometres (265.6 mi)Track gauge1,676 mm (5 ft 6 in)Electrification 25 kV 50 Hz AC overhead catenaryAverage speed30 km/h (19 mph)Top speed110 km/h (68 mph) The Mumbai Suburban Railway (Marathi: मुंबई उपनगरीय रेल्वे, romanized: Mumbaī Upanagarīya Relve) (colloquially called local trains or simply locals)[2] consists of exclusive inner suburban railway lines augmented by commuter rail on main lines serving outlying suburbs to serve the Mumbai Metropolitan Region. Spread over 390 kilometres (240 mi),[3] the suburban railway operates 2,342 train services and carries more than 7.5 million commuters daily. The daily commuters constitute around 40% of the daily commuters of Indian Railways.[4][5] By annual ridership (2.64 billion), the Mumbai Suburban Railway is one of the busiest commuter rail systems in the world.[6][7][8][9] Trains run from 04:00 until 01:00, and some trains also run up to 02:30 or 03:00. It is the first suburban rail network in India. History [edit] The Mumbai Suburban Railway is an offshoot of the first passenger railway to be built by the British East India Company, and is also the oldest railway system in Asia. The first train was run by the Great Indian Peninsula Railway (now Central Railway) between Bori Bunder (now Chhatrapati Shivaji Maharaj Terminus) and Thane, a distance of 34 km (21 mi), on 16 April 1853 at 15:35. The 14-coach train took 57 minutes to complete the 32 km journey, with a halt at Sion to refill the train's water tanks.[10] The next major train was run between Virar and Churchgate by the Bombay, Baroda and Central India Railway (now Western Railway), in April 1867. Colaba was also added as a station on this route, but later shut down. On 3 February 1925, the first EMU Service was started from Victoria Terminus (now Chhatrapati Shivaji Maharaj Terminus) to Coorla Harbour (now Kurla) on the Central line which was run on 1.5 kV DC traction and also started on the Western line from Churchgate to Borivali on 5 January 1928.[11] By 2016, the entire network had been converted to 25 kV 50 Hz AC traction.[12] The first EMU service, launched in 1925 An advertisement for the Bombay, Baroda and Central India Railway A Jessop-built 1.5 kV DC EMU train built in the 1950s. It was one of the first EMU of Mumbai suburban railway. This design was nicknamed the Lovemate, and was discontinued in 2016. Rolling stock [edit] The suburban services are run by electric multiple units (EMUs) in 191 rakes (train sets) of 12-car and 15-car composition. To alleviate the problems of overcrowding, the nine-car trains have been phased out and replaced with 12-car ones. 15-coach trains were introduced on 21 November 2009. However, these are few in number. Equipment makers include DMU(Direct Multiple Unit), Jessop, Siemens, Bombardier, and Medha. The trains are manufactured at the Integral Coach Factory in Chennai, Tamil Nadu. All routes are electrified at 25 kV 50 Hz AC power supply from overhead lines. The Indian Railways plans to build a 700 MW gas-based plant in Thakurli to generate electricity to run the Mumbai trains.[13] Manufacturing [edit] The current fleet of both the Western and Central railways features a very few old rakes built by BHEL and ICF (Perambur, Chennai) which are capable of a maximum speed of 85 km/h (53 mph), MRVC Siemens Rakes which are capable of and 100 km/h (62 mph), ICF built Bombardier and Medha rakes capable of running at speeds of 120 km/h (75 mph)[14] under light traffic conditions. The actual average speed of the rakes on the slow lines is about 35 km/h (22 mph), while rakes on fast lines average about 40–50 km/h (25–31 mph) on a typical run. The old BHEL non-AC rakes are on the verge of being scrapped. On 12 November 2007, the first of 129 new 12-coach rakes with upgraded facilities was inducted into the fleet of the Western Railways under the MUTP project. These rakes are popularly called Siemens rakes and have 1xxx and 2xxx numbering system. The coaches are built of stainless steel, and have non-cushioned seats, emergency fluorescent lights, bigger windows with polycarbonate panes, better suspension systems, roof-mounted forced ventilation to reduce carbon dioxide levels in packed trains,[15] and GPS based passenger information systems in all coaches. The new rakes are much cooler and airy than the old EMUs. The motors of the new rakes also make less noise than the older ones. Since 2010, the front of the EMUs is painted yellow so that the maintenance workers on the tracks can see the train easily. These rakes have been procured under the project at a total cost of ₹ 19 billion (US$431.0 million). Siemens 5 rakes that had to be delivered as part of the first phase were sent to the city in early January 2014. New EMUs with Bombardier Electrical procured under the World Bank-funded Mumbai Urban Transport Project-2 built at the Integral Coach Factory (ICF) in Chennai started arriving into Mumbai by April 2014. They have 5xxx numbering system. The first of these trains, to be run on Western Railway, was flagged off by Railway Minister Suresh Prabhu at Lokmanya Tilak Terminus, Kurla on Central Railway on Sunday, 27 October 2013. However, a delay of two years was anticipated due to the demands of automatic sliding doors on the trains. Under the Make in India initiative, the first Indian made rake was made by Medha. They have 6xxx series numbering. 9 car trains have a capacity of 2,628 (876 seated and 1,752 standing). 12 car trains have a capacity of 3,504 (1,168 seated and 2,336 standing).[16] In fall 2013, brand new 12 car rakes were introduced on the railway.[17] On 6 November 2019, the 5533-5536 rake of Mumbai Suburban Railway, called Uttam rake which also manufactured by the ICF was introduced and ran on Western Line.[18] Air-conditioned rakes [edit] Discussion on AC coaches first began in 2002 and was planned to be introduced in 2013. However, major delays in finalizing the rakes' design and procurement of material deferred the project.[19][20] The first air-conditioned rake for use on the suburban system was built by the Integral Coach Factory in Chennai–BHEL EMU at a cost of over ₹50 crore (US$6.0 million), and arrived in Mumbai on 5 April 2016. The rake has a seating capacity of 1,028 passengers, and standing room for up to 6,000 passengers. The 12 coach rake is configured as two sets of 6 interconnected bogies, meaning passengers can walk between coaches but only up to a maximum of 6 coaches. The train is also equipped with a new electrical system and software, automatic doors with emergency opening features, and GPS-based destination display on LED indicators. The old system of pulling a chain to halt the train was replaced by four intercoms per coach that enable commuters to communicate with the driver.[21] Both CR and WR competed to acquire the rake, with WR even announcing a time table for operating the air-conditioned rake. Union Railway Minister Suresh Prabhu announced that the rake would be transferred to CR on 16 March 2016.[21] However, at a height of 4.335 meters the rake exceeds the maximum clearance height of 4.270 meters for EMU coaches on the Central Line. In particular, the rake cannot clear some of the low-height British-era bridges between CSMT and Kurla.[22] Then Central Railway general manager Sunil Kumar Sood insisted that CR was conduct trials and operate the rake on the Harbour Line. After acquiring the rake, CR conducted tests, safety, and mobility checks, and trial runs under the supervision of the RDSO. However, following Sood's retirement, CR abandoned plans to operate the rake in December 2016. CR informed the Railway Board that it could not operate the rake due to the clearance issue, and the Railway Board directed them to transfer the rake to WR. The rake was transferred to WR on 12 May 2017. WR General Manager Anil Kumar Gupta stated that rake would begin commercial operations on the Western Line after WR conducted its own tests and trial runs and receiving regulatory approvals. Although there are some clearance issues on the Western Line as well, Gupta stated that these could be rectified. The First AC EMU was Flagged off on 25 December 2017 in WR. The first AC local train in Mumbai began operation in December 2017 and crossed the 10 lakh passenger mark within the first five months. The summer months of March and April saw over 3 lakh passengers take the AC local each month. The train, operated by Western Railway (WR), currently plies between Churchgate and Virar. It has a seating capacity of 1,028 seats and can carry 5,964 passengers. The monthly pass on the AC local train will cost (from Churchgate) between ₹570 (US$6.80) (till Mumbai Central) to ₹820 (US$9.80) (till Bandra) to ₹1,235 (US$15) (till Andheri) to ₹1,635 (US$20) (till Borivali) to ₹1,740 (US$21) (till Bhayander) to ₹1,970 (US$24) (till Vasai Road) to ₹2,035 (US$24) (till Virar).[23] New halts were introduced after commuters demand at Marine Lines, Charni Road, Grant Road, Dahisar, Mira Road, Naigaon, Nallasopara. Data shows that among all stations between Churchgate and Virar. Borivali was the highest earner for the AC train. The monthly earning of AC train is approximately ₹7,100,000 (US$85,000) per month after adding seven new halts.[24] Two more AC local rakes were introduced and now, the services run all days of the week. The fourth air-conditioned rake on Mumbai Suburban Rail Network & first for Central Railway has been commissioned on Trans-harbour line from Thane to Panvel / Vashi from 30 January 2020.[25] The fifth air-conditioned rake on Mumbai Suburban Rail Network & first for Central Railway Main Line was commissioned between Mumbai Chhatrapati Shivaji Maharaj Terminus and Kalyan on 17 December 2020.[26] After a gap of 3 years, the first 12-coach fully-vestibuled AC Local Train made by Medha was commissioned on Western Railway on 19 December 2022. This has 8xxx series numbering. Under the MUTP-III and MUTP-IIIA project, Western Railway has decided to procure more AC local trains and convert the entire fleet into AC akin to Kolkata Metro. In 2023, a new Medha rake with 71xx series numbering was introduced in Western Railway. All BHEL Made AC Local Trains in both the networks have 70xx series numbering. Network [edit] The Mumbai Suburban Railway system is operated by Indian Railways two zonal divisions Western Railways (WR) and Central Railways (CR). The fast commuter rail corridors on Central Railway as well as Western Railway are shared with long-distance and freight trains, while inner suburban services operate on exclusive parallel tracks. WR operates the Western Line and CR operates the Central Line, Harbour Line, Trans-Harbour Line, Vasai–Roha Line and Neral–Matheran & Panvel–Karjat line. Central Line [edit] The Central Line in Mumbai consists of three major corridors, which bifurcate as they run into suburban satellite towns. Two corridors (one local and the other through) of the Central Railway run from Chhatrapati Shivaji Maharaj Terminus (CSMT) to Kalyan Junction (53 km (33 mi)), where it bifurcates into two lines – one to Kasara (67 km (42 mi)) in the north-east and the other to Khopoli (61 km (38 mi)) in the south-east. These two corridors constitute the 'Main' Central Line. There is also a 36 km (22 mi) corridor between Kurla and Kalyan Junction stations for exclusive use by outstation and cargo trains. The Central Line has two interchange stations with the Western Line, at Parel and Dadar and the Harbour line at Sandhurst Road and Kurla. Rolling stock consists of a fleet of AC and alternating current new Bombardier and Siemens EMUs. The major car sheds on this line are at Kurla and Kalwa. There are both fast and slow locals. Slow locals halt at every station, while fast locals' halts vary between Byculla, Dadar, Kurla, Ghatkopar, Vikhroli, Bhandup, Mulund, Thane, Diva Junction, Dombivli and Kalyan Junction. All trains traveling beyond Kalyan run as slow trains and stop at every station. Western Line [edit] The Western Line follows the Western Railway northwards from Churchgate parallel to the west coast. Local services by electric multiple units (EMUs) ply between Churchgate and Dahanu Road (124 km (77 mi)) on exclusive parallel tracks up to Virar (60 km (37 mi)) while MEMUs service the section beyond Virar to Dahanu Road (64 km (40 mi)). On 16 April 2013 EMU has extended up to Dahanu Road. MEMUs also operate between Dahanu Road and Panvel via a branch line from Diva Junction–Vasai Road. There are EMU carsheds at Mumbai Central, Kandivali and Virar. The largest EMU car shed in Asia is located at Virar. A repair shop for EMUs is situated at Mahalaxmi. Western Railway's EMU fleet consists of EMUs completely powered by alternating current (25 kV) power. Rolling stock consists of a fleet of AC and alternating current new Bombardier EMUs. EMUs are 12 car or 15 car formations and are differentiated as slow and fast locals. Slow trains halt at all stations, while fast ones halt at Mumbai Central, Dadar, Bandra, Andheri, Borivali, Bhayandar, Vasai Road and Virar stations which are preferable over longer distances.[27] Harbour Line [edit] The Harbour Line is part of the Central Railway, and runs from Chhatrapati Shivaji Maharaj Terminus (CSMT) to Goregaon and Panvel. All Harbour Line services operate as slow services. The line operates from two separate platforms at CSMT and the tracks cross over the mainline at Sandhurst Road to head towards stations along Mumbai's Eastern dock area. A branch line from Wadala Road joins the Western Line at Mahim Junction and continues towards Goregaon. Further construction is ongoing to extend the Western Line branch to Borivali. The Harbour Line has an interchange station with the mainline at Kurla, where it turns east towards Navi Mumbai. The Harbour Line further bifurcates at Vashi into two lines – one rejoins the main lines at Thane, while the other continues to Panvel. The shed for these trains is in Sanpada. A partial section of the Harbour Line is elevated from Sandhurst Road to Cotton Green.[28] Trans-Harbour Line [edit] The Trans-Harbour Line which is another part of Central Railway connects Navi Mumbai and Thane. It operates from two separate platforms at Thane to Nerul, where it joins the Harbour line till Panvel and a small branch line from Turbhe goes to Vashi as it runs parallel with the Harbour line.[29] All services on the trans-harbour line are all-stop services. Freight trains share the tracks through a bypass from Airoli to Kopar Khairane, after which it goes to a siding in Turbhe for the APMC market godowns. Vasai Road–Roha Line [edit] Main article: Vasai Road–Roha line The Vasai Road–Roha line is an Intersection chord rail bypass line of the Mumbai Suburban Railway which connects the Western line, Central line and Harbor line of the Western Railway zone and Central Railway zone. It runs from Vasai Road to Roha which also connects Panvel and the Konkan Railway.[30] Currently this line is used for bypassing freight trains, Express and MEMU Passenger trains. And also construction of a separate Suburban Corridor on this route for more connectivity by the MRVC is going.[31] Port (Nerul–Uran) line [edit] The Nerul–Uran line, also known as the Port line, is another part of the Central Railway connects Navi Mumbai to Uran, which is also in Navi Mumbai, but at its southwestern part. It also operates from the two separate platforms of Nerul and one separate platform of CBD Belapur to Uran, also making connectivity to JNPT in Navi Mumbai directly.[32] Services [edit] Mumbai Suburban Railway services have trains with four main designations: Slow trains: (denoted by an S) stop at every station. These are intended for daily commuters. Fast trains: (denoted by an F) run express (skipping stops and going mainly to railway junctions) until a certain station, and from that station onward run like a slow train. These are intended for daily commuters as well as express connectivity to the rest of Indian Railways outbound trains. Air Conditioned trains: (denoted by an AC) which are air-conditioned and can be either fast or slow. Travel classes [edit] The suburban fleet consists of 12 and 15-coach rakes. There are two main classes of travel; the First and Second classes. The first class fare is approximately 8 times more expensive than second class and therefore tends to be less crowded during the non rush hours, though at times it is equally or more crowded than the general compartments during rush hour, due to most office employees having a first class transport pass provided by their employer. First class and Senior Citizen compartments also have cushioned seating, while the rest are typically plastic. There are following classes of travel: Class I (first class compartment): Commonly known as first class. The coach is designated by red and yellow slant stripes. The location of the same is designated by colouring the platform walls with similar stripes. The price is generally hiked up by eight times to prevent the compartment overcrowding. The seats in this class are leather made. Class II (general compartment): Also called second class. The seats in this class are plastic-made. Class I-L (Ladies first class): similar to normal First Class, reserved solely for females, however male children up to the age of 13 can travel in this compartment. Men are not allowed to travel, and may face a penalty. Some of the coaches of ladies compartments are open to general public between 23:15 and 06:30. These are indicated by a note near the doors of the compartments. The coach is designated by red and yellow slant stripes. The location of the same is designated by colouring the platform walls with similar stripes. This compartment is often adjacent to the ladies general compartment. Class II-L (Ladies second class): This compartment is reserved solely for females, however male children up to the age of 13 can travel in this compartment. Men are not allowed to travel and can face a penalty. Some of the coaches of ladies compartments are open to the general public between 23:15 and 06:30. These are indicated by a note near the doors of the compartments. The coach is designated by green and yellow slant stripes. The location of the same is designated by colouring the platform walls with similar stripes. Divyangjan (Handicapped, Pregnant Ladies and Cancer patients compartment): for people with disabilities or cancer. On a platform, one can locate these by signs or by following a beeping sound indicator for the visually impaired, or also by following a yellow tactile path with a walking stick. These coaches are open to all the genders. One needs a valid certificate of disability to board the compartment. Failure to do so may result in a penalty. Senior citizens: is reserved for passengers above the age of 60. These coaches are open to all the genders. One needs a valid age proof to board the compartment. Failure to do so may result in a penalty. Luggage: heavy goods and luggage can be transported using this compartment. These compartments are spacious and only have seats along the walls and are made to haul goods. There are also women-only cars (termed ladies special),[33] and since 1992, Ladies Special trains with the entire train seats reserved for women passengers. A semi ladies special is a train with a few (e.g., three) coaches reserved for women. These designations can be combined with fast, slow, etc. with terms such as Slow Ladies Special. Air-conditioned [edit] The Mumbai Suburban Railways are known for their open doors and windows. This is because there is no ventilation system on the trains, and the train relies on natural air ventilation. This was introduced as a cost-saving measure, as an air-conditioning system would be rendered useless during rush hour. Leaving the doors open also allows for a fast boarding process, as the trains stop for only 10 seconds, to combat overcrowding. In 2016, the Indian Railways manufactured the first local train for a journey (particularly for hot and humid summer season). This rake is manufactured at the Integral Coach Factory, Chennai. It has several new facilities, such as connected vestibules, cushioned seats, and sliding doors. It runs from Virar to Churchgate and Kalyan to Chhatrapati Shivaji Terminus. AC trains are fast and slow locals and started their run from 25 December 2017 on WR and 2021 on Central Line.[34][35] Ticketing [edit] The Mumbai Suburban Railway uses a proof-of-payment fare collection system. Tickets can be purchased at every train station. Travelling without a valid ticket is an offence and if caught can result in a penalty. The penalty is steeper for passengers travelling in first class without a valid ticket. Tickets can be bought for a single journey (one way) or a return journey. A return ticket is valid till the next day on weekdays and till Monday if purchased on a Friday. The ticket counters usually have long queues. Tourist tickets are valid for one, three, or five days that can be purchased up to three days in advance. Platform tickets are required to be purchased by those members of the public not boarding trains, but who wish to access the platforms at all stations, perhaps for the purpose of receiving or seeing off a passenger and also to use footbridges. These cost ₹10 (12¢ US). A person can be penalised for non-possession of this ticket.[36] CVMs and ATVMs To save time, a Coupon Booklet can be purchased and the coupons can be punched for the designated fare at Coupon Validating Machines (CVMs) at every station. The ticket fares matrix is pasted above the CVM. As of October 2012, there are approximately 575 CVMs on Mumbai Suburban Railway stations. The Central Railway network has 350 and the Western Line has 225.[37] In early 2015, the authorities decided to discontinue CVMs w.e.f 1 April 2015. This decision was taken due to extensive duplication of the coupons, and the lack of transparency. The coupons were also lacking a way to trace them.[38] There are also reloadable Smart Cards, and riders can use it to print tickets for themselves from an Automatic Ticket Vending Machine (ATVMs). A seasonal ticket is available for regular commuters. Riders can choose the validity of these tickets from 1-month, three months to a year. Season Tickets are the most cost-effective and time-efficient option for regular commuters.[39] In 2022, the ATVM added new payment methods. Initially, it has only the Railway Smart Card payment option. But with the new payment methods, ticketing has become much faster. It has two features, first one is BHIM UPI QR CODE (Pay by Paytm) and the second one is BHIM UPI QR CODE (Pay by Freecharge). The process is very simple, we just have to select the destination station, where we want to go and then by selecting the QR CODE option, and the displayed QR CODE needs to be scanned through the passengers with the help of any of the payment application (like Gpay, Paytm, BharatPe, Phonepe, etc). and can further proceed by making the payment and getting the ticket in your hands. Smart cards can also be recharged similarly by placing the card on the slot and accessing the QR CODE for payment. And passengers are requested to make use of Digital QR CODE based payment facility in ATVMs installed at stations for hassle free cashless payments, saving time by avoiding queues at UTS counters. It may be noted that a discount of 0.5% can be availed on renewal of suburban season tickets using UPI QR CODE. Mobile app The ticket counters usually have long queues. In order to bring a solution to this problem, the UTSOnMobile app was launched by railways minister Suresh Prabhu at Dadar railway station in December 2014. This app was launched initially for Android and Windows Phone, with the iOS version developed later.[40][41] After signing up, the user has the option to load the prepaid RWallet built in the app, using credit/debit cards, net banking, IMPS or private mobile-based apps. After the RWallet is loaded, the app can be used to book tickets on the entire network. Alternatively, the user may book tickets directly using credit/debit cards, net banking, IMPS, UPI, or various digital wallets such as PayTM, MobiKwik etc. for payments within the app without having to load the prepaid RWallet.[42] Initially, the ticket booked on the app had to be printed from the ATVMs. This step was found tedious by the commuters and was criticized. Later, in July 2015, an update for the app was launched, which made e-tickets acceptable. The update also brought technical changes, like, the tickets could be booked only within a radius of 30m to 5 km of the origin station, and not from the platform. This move was well received by commuters, which resulted in over 50,000 downloads on the launch day.[43] Security [edit] The Railway Protection Force (RPF) and the Government Railway Police (GRP) are responsible for the Security of the Mumbai Suburban Railway. The RPF is a security force under the authority of the Indian Ministry of Railways established by the Railway Protection Force Act, 1957[44] has the power to search, arrest, investigate and prosecute, though the ultimate power rests in the hands of the GRP.[45] The GRP is the main police force established by the Railways Act, 1989. The GRP's responsibility is to observe law and order on all railway property. The force is under joint-control of the Indian Ministry of Railways and the Maharashtra Police. Its duties correspond to those of the District Police in the areas under their jurisdiction, such as patrolling, but only on railway property. It also aids and provides assistance to the Railway Protection Force[46] Safety issues [edit] Doors [edit] The Mumbai Suburban Railway is known for its open doors and windows. This is because there is no ventilation system on the trains and the train relies on natural air ventilation. This was introduced as a cost-saving measure, as an air-conditioning system would be rendered useless during rush hour. Leaving the doors open also allows for a fast boarding process and turnaround time, as the trains stop for only 10 seconds, and are at most 5 minutes apart, to combat overcrowding. Passengers often end up hanging off the edge of the footboard, off door ledges, and during rush hour can lose balance and fall to their death. Teenagers and adults also attempt to perform stunts of the doorway and door ladders, thus risking their lives. Windows also have a wired grill on them, to prevent theft and chain snatching. However, passengers frequently spit paan, mava and gutka while hanging off doors, which ends up entering through the open window grilles. There are also numerous records of people tripping and falling down every day while getting on and off the train, when the train is in motion, thus resulting in injury.[47] Overcrowding [edit] Due to its extensive reach across the Mumbai Metropolitan Region, and its intensive use by the local urban population, the Mumbai Suburban Railway suffers from the most severe overcrowding in the world.[48] Over 4,500 passengers are packed into a 12-car or 15-car rake during peak hours, as against the rated carrying capacity of around 2,000.[48] This has resulted in what is known as Super-Dense Crush Load of 14 to 16 standing passengers per square metre of floor space.[49] Fatalities [edit] On average, about 2,000 people are killed on the Mumbai Suburban Rail network; between 2002 and 2012, more than 36,152 people died and 36,688 people were injured.[50] A record 17 people died every weekday on the city's suburban railway network in 2008.[51] Overcrowding is frequently blamed for the incidents. Another cause of death is passengers crossing the tracks on foot to avoid footbridges. Some passengers die when they sit on train roofs to avoid the crowds and are electrocuted by overhead electric cables, or fall while hanging from doors and window bars. Deaths declined in 2018. To reduce the risk of such fatalities, longer platforms, and more frequent trains are being implemented.[52] Central Railways in association with a behaviour architecture firm deployed psychology-based interventions at the Wadala station, reducing fatalities by about 75%.[53][54] In 2010, Western Railway has pledged that its trains will stop running if "even a single person" is seen travelling on the roof.[55] In mid-2011, a viral video depicted a youth performing stunts while dangling from the compartment of a Harbour Line train.[56] Following this, a boy was killed while imitating the actions performed in the video.[57] The Western and Central Railways have been using the Auxiliary Warning System (AWS), a type of Train Protection & Warning System (TPWS), since 1996, not dissimilar to the Automatic warning system of England.[58] The Central Railway and Western Railway introduced a Blue Light (Virtual Gate) concept, The Blue beam light unit which will be mounted on the top of each Gate, which Guide the Commuter for Safe Boarding, avoid overcrowding and Safe clearance in the Platforms. It also helps to create a Cultural Transformation in the Behavior of the Commuter.[59] Terrorism [edit] The Mumbai Suburban Railway has suffered eight explosive attacks and around 368 people are believed to have died as a result. 12 March 1993 – Bomb blast at Reay Road[60] 13 March 2003 – A bombing in a train in Mulund killed 20 people[61][62] 11 July 2006 – A series of seven bombs in Western Railway trains killed 209 people[63] 26 November 2008 – Chhatrapati Shivaji Terminus was attacked during the 2008 Mumbai Attacks killing at least 60 people[64] Tourism [edit] Tourist usage of the Mumbai Suburban Railways has seen popularity as a way to explore the day-to-day life of the city, and as such, the Central Railway has issued circulars advising tourists not to travel in the trains from 07:00 to 11:00 and 17:00 to 22:00 during weekdays because of overcrowding.[33] Expansion [edit] Main article: Mumbai Railway Vikas Corporation To enable the Mumbai Suburban Railway to meet the demands of the ever-growing passenger traffic, the federal Government of India's Ministry of Railways and the state Government of Maharashtra have jointly envisioned the constitution of a separate corporate entity to operate the system. The Mumbai Railway Vikas Corporation (MRVC), a public sector unit of the Government of India under the Ministry of Railways, was incorporated under the (Indian) Companies Act, 1956 on 12 July 1999, with an equity capital of ₹250 million (US$3.0 million) to implement the rail component of an integrated rail-cum-road urban transport project, called Mumbai Urban Transport Project (MUTP). The cost of the rail component of the project is to be shared equally by the Ministry of Railways and the Government of Maharashtra.[65] MRVC under the Mumbai Urban Transport Project-II is completed the Harbour Line up to Goregaon.[66] Further extension of this line has been accepted under MUTP-III till Borivali.[67] CR has constructed a 22.5 kilometres (14.0 mi) line linking Nerul / CBD Belapur with Uran. The line would have 10 stations.[68] This project is divided into two phases. In Phase-I, Bamandongari and Kharkopar are fully operational and Targhar station is still under construction. But the construction of Sagar Sangam railway station is temporarily postponed due to completing the railway line within the time limit of October 2018 till the later phase.[69] In Phase-II, the Construction of all stations lying between Kharkopar and Uran is completed & flagged of by PM Narendra Modi on 12 January 2024.[70] CR has proposed a service from Kalyan to Nasik Road, giving a boost to commuters to and from Nasik, since there are currently only three Intercity trains to Manmad (Godavari Express, Panchvati Express and Manmad Rajya Rani Express) operating from Mumbai.[71] This distance is 132 km regular, meeting the Indian Railways criteria for EMU services CR has announced that it will carry out trial runs, however it has difficulty due to the Kasara Ghat tunnels.[72] In popular culture [edit] Film [edit] The Mumbai Suburban Railway has regularly been used for film shoots. Some movies that have used the Mumbai Suburban Railway for filming are: This is a dynamic list and may never be able to satisfy particular standards for completeness. You can help by adding missing items with reliable sources. Ghulam (1998 film) Slumdog Millionaire Agneepath Wanted Gangs of Wasseypur Life In a Metro Ghanchakkar O Kadhal Kanmani Once Upon a Time in Mumbai Again Rajjo RaOne Thalaivaa Dombivali Fast Balkadu Mumbai Meri Jaan The Train Yeh Jawani Hai Deewani Saathiya Zhombivali[73] Baaton Baaton Mein Badlapur Ek Chaalis ki Last Local Taxi No. 9211 Network map [edit] See also [edit] Urban rail transit in India Mumbai Metro Mumbai Monorail Salsette–Trombay Railway Hyderabad Multi-Modal Transport System List of Mumbai Suburban Railway stations 11 July 2006 Mumbai train bombings M-Indicator References [edit]
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http://www.onefivenine.com/india/villages/Thane/Thane/Railway-Colony
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Railway Colony, Dombivli Locality
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[ "Railway Colony", "Dombivli Map. Railway Colony", "Dombivli Pin code. Railway Colony", "Dombivli Schools and\tcolleges .\r\n Railway Colony", "Dombivli is a Locality in Thane City \r\n in Thane District of Maharashtra State .\r\n History and Detailed Information guide of Railway Colony", "Dombivli", "People and near by Tourist Places in Railway Colony", "Dombivli.\r\n Railway Colony", "Dombivli Live weather" ]
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Railway Colony, Dombivli Locality Map. Railway Colony, Dombivli Pin code. Railway Colony, Dombivli Schools and colleges . Railway Colony, Dombivli population.Railway Colony, Dombivli is a Locality in Thane City in Thane District of Maharashtra State . History and Detailed Information guide of Railway Colony, Dombivli , People and near by Tourist Places in Railway Colony, Dombivli. Railway Colony, Dombivli Live weather
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https://www.mumbai.org.uk/travel-tips/local-trains.html
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Western Line, Central Line, Harbour Line
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https://dsd24.dtemaharashtra.gov.in/dsd24/index.php/hp_controller/arcs
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Directorate Of Technical Education, Maharashtra State, Mumbai
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Sr. No 1 AKOLA FC1006 Government Polytechnic, Murtijapur - National Highway No.6,Hendaj, Amravati Road, Murtizapur Akola Vijay S Paraskar By train from Murtijapur railway station about 06 Km.By ST bus from Murtijapur bus depot about 6 km. 8766613147 YES 2 AMRAVATI FC1007 Shree Shivaji Education Society's Dr. Panjabrao Deshmukh Polytechnic, Amravati - Shivaji Nagar, Amravati P.V.Thakare By autorikshwa. 3 kms from Amravati bus stand and Railway Station. 8149696442 YES 3 AMRAVATI FC1008 Government Polytechnic, Amravati - Gadge Nagar, Post-Shivaji Nagar,V. M. V. Road, Amravati R.P. Wankhade by road 4 km from amravati Main Bus stand and 11 km from BADNERA RAILWAY STATION 9970161160 YES 4 BULDHANA FC1009 Government Polytechnic, Khamgaon - Jalamb Road, Khamgaon Dist. Buldhana A.S.KAKAD By Road on NH-6 Amrutnagar Jalamb Road Khamgaon-444303 By Train to Shegaon 7972995480 YES 5 WASHIM FC1010 Government Polytechnic, Washim - Resod Road,Washim S.D.Solanke From bus stand get an auto for Government polytechnic, washim, Risod road, lakhala, washim or get a risod bus Disatnce: 03 kM 7387269270 YES 6 YAVATMAL FC1011 Government Polytechnic, Yavatmal - Dhamangaon Road, Yavatmal V.S.Yende 45 Km from Dhamangaon Railway Statation, 3Km from Yavatmal Bus Stop 9503746496 YES 7 AMRAVATI FC1015 Government Polytechnic , Achalpur - Nehru Maidan, Achalapur Camp Amravati S.G.DHOKE By Bus From Amravati 55km 9763239240 YES 8 BULDHANA FC1130 Vision Buldhana Educational & Welfare Society's Pankaj Laddhad Institute of Technology & Management Studies, Yelgaon - Mr. Amol Nandkishor Patole Pankaj Laddhad Institute of Technology and Management Studies, Chikhli Road yelgaon, Bulhana. 9763308616 YES 9 YAVATMAL FC1150 Swavalambi Shikshan Sanstha's Sushganga Polytechnic, Wani - Survey No. 176,195 Naigaon,Post Kona, Tal. Wani Dist. Yavatmal Rupesh Pimpalshende by bus,2 wheeler 7709028463 YES 10 BULDHANA FC1182 Padmashri Dr. V.B. Kolte College of Engineering, Malkapur, Buldhana - Malkapur, Dist. Buldhana Madhuri Toshniwal By Train next to Malkapur Station or By Road Bus Stop VBKCOE. 9588623595 YES 11 BULDHANA FC1268 Siddhivinayak Technical Campus, School of Engineering & Research Technology, Shirasgon, Nile - Gat No.133,134 & 140, Shegaon Khamgaon Road, Shirasgaon, Nile, Tal. Shegaon Prof. P. G. Pawar by Bus, Auto from khamgaon Bus stand 8805944136 YES 12 CHHATRAPATI SAMBHAJINAGAR FC2010 Government Polytechnic, Aurangabad - Osmanapura,Aurangabad Aurangabad , 431005 Kundlikar Varsha Balkishan by train by bus 8788349423 YES 13 BEED FC2011 Government Polytechnic, Beed - Nathapur Road, Beed , 431122 V.B.Dhokne By road 4 km away from Beed Bus stop 9421007592 YES 14 HINGOLI FC2012 Government Polytechnic, Hingoli - Hingoli P-9 M.I.D.C Nimbala , Hingoli 431513 S R Mudholkar 7KM from Hingoli bus stand on Aundha road 9403350461 YES 15 JALNA FC2013 Government Polytechnic, Ambad - C/O Govt. Iti Campus, Beed Road, Ambad, Dist. Jalna 431203 A W SIDDIQUI NEAR MHADA COLONY, PACHOD ROAD, AMBAD, DIST- JALNA 8856900100 YES 16 JALNA FC2014 Government Polytechnic, Jalna - Nagewadi, Aurangabad Road, Jalna , 431203 Mrs. A A Shaikh Nagewadi, Chhatrapati Sambhaji Road, Jalna-431203 9881936205 YES 17 LATUR FC2015 Puranmal Lahoti Government Polytechnic, Latur - Ausa Road Latur , 413531 Arjun Gopinath Rathod Room No 206, Main Academic Building, P.L.Govt.Polytechnic Campus, Near Jilha Krida Sankul, Ausa Road, Latur - 413512 9960814575 YES 18 LATUR FC2016 Government Residential Women's Polytechnic, Latur - Barshi Road, Latur , 413531 V D Sangvikar by bus 7841820611 YES 19 NANDED FC2017 Government Polytechnic, Nanded - Veer Sawarkar Marg, Baba Nagar, Nanded , 431602 S M Kandhare 1 km from Nanded Railway station, 1.5 km from Nanded Bus stand 8149948697 YES 20 DHARASHIV FC2018 Government Polytechnic, Osmanabad - Tuljapur Road, Osmanabad , 413501 Lahu Madhavarao Mane By Auto from ST Bus Stand and from Railway Station 9422654753 YES 21 PARBHANI FC2019 Government Polytechnic, Jintur - Yeldari Road, Jintur Dist.Parbhani R.D.Kokare By road bus 9011765888 YES 22 CHHATRAPATI SAMBHAJINAGAR FC2112 Shree Yash Pratishthan, Shreeyash College of Engineering and Technology, Aurangabad - Gut No. 258 (P), Satara Tanda, Tal & Dist. Aurangabad Vilas Solanke 9049143355 YES 23 BEED FC2137 Nagnathappa Halge Engineering College, Parli, Beed - At Brahmwadi , Post Tokwadi, Parli-Beed State Highway, Parli Vaijnath Dist. Beed Mrs. Chate A.B. parli-beed highway parli bus stop 2 km parli railway station 1.5km 9075799079 YES 24 JALNA FC2138 Matsyodari Shikshan Sansatha's College of Engineering and Technology, Jalna - Jalna-Aurangabad Road, Nagewadi, Jalna A P Dawane 08 KM from Jalna Bus Stand and 10 KM from Jalna Railay Station 7038865222 YES 25 CHHATRAPATI SAMBHAJINAGAR FC2168 Shree Sai Samajik Vikas Sanstha, Nath Polytechnic, Paithan, Dist. Aurangabad - Plot No. B-1, M.I.D.C., Paithan, Dist. Aurangabad 431148 SHAIKH SHAUKAT HAMID 45 km 9175900886 YES 26 CHHATRAPATI SAMBHAJINAGAR FC2171 Gramodyogik Shikshan Mandal's Marathwada Institute Of Technology, Rotegaon, Vaijapur, Dist. Aurangabad. - Rotegaon, Post Box No. 327, Taluka, Vaijapur,Satara Village Road Dist. Aurangabad 431028 Prof S.N.Pathak By Train at Rotegaon railway station and by bus on Chhtrapati Sambhaji Nagar-Nashik National Highway NH-751H near to Vaijapur at 03 KM distance 9075516931 YES 27 CHHATRAPATI SAMBHAJINAGAR FC2174 Shree Bharavnath Nisarga Mandal, Diploma in Engineering and Technology, Gevrai Tanda, Aurangabad - Gevrai Tanda, Paithan Road, Taluka & Dist. Aurangabad. 431001 Dr.Dnyaneshwar Annasaheb Kulkarni By Train ,By Road Bus,Taxi , Rickshaw, 9823297517 YES 28 CHHATRAPATI SAMBHAJINAGAR FC2175 Shiva Trust's Sharadchanraji Pawar Polytechnic College, Aurangabad. - Near Videocon Communication Ltd.,Beed By Pass Highway, Tq.Dist.Aurangabad 431005 MR.J.M.THORE Shiva Trust's Sharadchandraji Pawar Polytechnic College, Aurangabad. - Near Videocon Communication Ltd.,Beed By Pass Highway, Tq.Dist.Chhatrapati Sambhajinagar 431005 8793447499 YES 29 CHHATRAPATI SAMBHAJINAGAR FC2176 Chatrapati Shahu Maharaj Shikshan Sanstha, C.S.M.S. Sansthas College Of Polytechnic, Kanchanwadi, Aurangabad - Paithan Road, Kanchanwadi, Aurangabad 431002 Patil U A by vehicle 9765683628 YES 30 CHHATRAPATI SAMBHAJINAGAR FC2178 Vinayakrao Patil Shikshan Prasarak Mandal, Institute Of Engineering & Technology Kannad - Kannad, Dist Aurangabad GADPAYLE P.W. BY BUS 5 KM FRM KANNAD BUS DEPOT BY TRAIN 30 KM FROM CHALISGAON RAILWAY STATION. 8411096953 YES 31 BEED FC2180 Shri Chhatrapati Shivaji Shikshan Sanstha, Vasant Polytechnic College, Beed - Beed Road,Kaij, Beed 431123 Dapkar P.R. Latur -Beed Road Kaij Tq Kaij Dist Beed.431123 9028320740 YES 32 BEED FC2181 Mahatma Basaveshwar Education Society's T.B.Girwalkar Polytechnic, Ambejogai, Dist.Beed - T.B.Girwalkar Polytechnic,Ambejogai. Dist: Beed 431517 R B Chavan Ambajogai bus stand 2km from college, Latur 50 km from Ambajogai. Parali (Vaijnath) Railway station 22km away. 8806662545 YES 33 BEED FC2182 Marathwada Shikshan Prasarak Mandal, Yeshwantrao Chavan Institute Of Polytechnic, Beed - S. No. 107, 109,Vidya Nagari, Barshi Road,Beed. 433112 MORE D N 9921792239 YES 34 BEED FC2183 Aditya Bahuddeshiya Sanstha, Aditya Polytechnic, Beed - Telgaon Road, Beed. 431122 Shaikh S I By Bus 2 km from beed bus stop. By railway 90 km from Parali(V) 9970286787 YES 35 JALNA FC2185 Dharati Janseva Pratishthan, Diploma In Engineering & Technology Institute, Jalna - Rohanwadi, Revgaon Raod, Tq.Dist.Jalna L. S. LOHIYA 3 km from Jalna Railway station 8888651267 YES 36 LATUR FC2186 Gunai Shikshan Prasarak Mandal, Rajiv Gandhi Polytechnic, Udgir, Dist Latur - Gat No.84, Degloor Road, Kavalkhed Tal Udgir Dist Latur 413517 MRS.SHAIKH PARVIN BANU K. by auto bus stand to Rajiv Gandhi Polytechnic ,Udgir Jalkot road Bodhan Nagar 3km BY railway station to next Rajiv Gandhi Polytechnic ,Udgir Jalkot road Bodhan Nagar 5km 7774988649 YES 37 LATUR FC2187 Hindustani Education Society, N.B.S. Institute Of Polytechnic, Ausa, Latur - S.No.225/B,225/C,225/D,225/E/6 225/5,233 Afsar Nagar,Ujni Road, Near M.S.E.B.Power House Ausa Dist Latur 413520 Loharekar R.M. Tuljapur road near power house Afsar Nagar Ausa 9096780400 YES 38 LATUR FC2189 Vishweshwarayya Abhiyantriki Padvika Mahavidyalay, Almala, Tq. Ausa, Dist. Latur - Almala Ausa Dist Latur MR. KHAMKAR U . B . by train or bus from latur 9420434172 YES 39 LATUR FC2190 Shri Ganesh Shikshan Prasarak Mandal, Balaghat Polytechnic College, Rudha, Latur - Gat No.77 & 78 Nanded-Latur Highway Tal Ahemadpur, Dist Latur Mr.Kopnar S T On latur-nanded highway, Ruddha, ahmedpur-9595955755 9595955755 YES 40 NANDED FC2192 Education Society, Kalawatibai College Of Engineering & Technology (Polytechnic), Naigaon, Nanded - Lalwandi Road, Tal. Naigaon (Kh), Nanded 431709 Chavan G B BY BUS 8830678037 YES 41 NANDED FC2193 Sahayog Sevabhai Sanstha, Indira Institute Of Technology(Polytechnic), Nanded. - Gat No. 18 & 22 Vishnupuri, Nanded 431606 Mrs.N.G.Choudhary Sahayog Educational Campus is 7-8 Km from Railwayi station/Bus Stand. It could be reached by Auto 9130101853 YES 42 NANDED FC2194 Matoshri Pratishthan, Vishwabharati Polytechnic Institute, Vishnupuri, Nanded. - Jijau Nagar, Off Nanded-Latur Highway,Khupsarwadi, Post Vishnupuri, Nanded 431604 SURNAR AVINASH BALAJIRAO By bus/auto to SP office next to by bus/auto stop at Vishnupuri then off to Nanded Latur NH-361 Highway then next to Khupsarwadi Pati by bus/auto then turn right for Matoshri Pratishan Grouo of Institutions Campus 9921615326 YES 43 PARBHANI FC2197 Shriram Pratishthan, Apurva Polytechnic, Rawalgaon, Parbhani. - Gat No.88/01 A/P Rawalgaon Tal Shelu Dist Parbhani 431503 MR.WAGH S M 1 KM form Sailu Railway Station and Sailu Bus Stand 9028166078 YES 44 CHHATRAPATI SAMBHAJINAGAR FC2224 Gramodyogik Shikshan Mandal's Marathwada Institute of Technology, Aurangabad - P.B.-327, Satara Village Rd., off Beed By-Pass Highway Aurangabad , 431005 M.S.Bhatlawande Take Auto to reach Beed Bypass ,Satara Parisar, Chh. Sambhajinagar 8237056662 YES 45 LATUR FC2254 Vilasrao Deshmukh Foundation Group of Institutions, Latur - Additional MIDC Area, Plot 165A, Near to Manjara Sugar, Latur MR RAUT S G city bus 8855071011 YES 46 BEED FC2278 Renukamata KrishiVikas Pratisthan's Swami Vivekanand Polytechnic, Jola, Post Devgaon Tq Kaij, Dist Beed - Jola, Post Devgaon, Tq Kaij, Dist Beed. 431123 Mr. INGALE VISHAL By two wheeler kaij to college 7757946672 YES 47 BEED FC2282 Aditya Education Trust's Mitthulalji Sarada Polytechnic, Nalwandi Road, Beed - Sr. No. 123, Bahirwadi, Nalwandi Road, Beed Dudhal P D By bus 2 km form beed bus stop, by railway 90 km from parali(V) 8329376267 YES 48 CHHATRAPATI SAMBHAJINAGAR FC2287 People Education Society's P.E.S. Polytechnic, Nagsenvan, Aurangabad - Nagsenvan, Aurangabad Prof Milind R Kadam City buses , Railways , auto riksha and all private transport system are available from all destinations . 7028076751 YES 49 BEED FC2292 Anand Charitable Trusts, Diploma in Engineering & Technology, Murshadapur, Ashti, Dist. Beed - Murshadapur, Tq. Ashti, Dist. Beed. 414203 SUNIL BABANRAO KHILADKAR From Ashti Bus stand Take rickshaw and distance of 3 km to Reach Anand shaikshanik sankul Gangai nagar murshadpur ashti Diploma in Engineering & Technology Ashti 8600887979 YES 50 DHARASHIV FC2294 Shri Sai Janavikas Pratishtan's Sow.Shardadevi Pandit Polytechnic institute,Alani, Osmanabad - Gut No 253 At Alani, Tq. Dist Osmanabad Mr. D. S. Padwal BY Bus from Dharashiv BUS Stand to gadpati 10 KM away 9404190405 YES 51 NANDED FC2296 Sevadas Shikshan Prasarak Mandal's Vasantrao Naik Institute of Technology, Vasarni, Nanded - Gut No 24, Vasarni, Nanded. 431603 MR DIWAN Y S VIA TRAIN CAR 9960993905 YES 52 CHHATRAPATI SAMBHAJINAGAR FC2298 Shri Sai Institute of Technology(Polytechnic),Aurangabad - P-75 Behind Garware Palyster,MIDC ,Chikalthana Aurangabad , 431210 Mr. Bharambe P. P. 1 Km Near to Cidco Bus stand, Behind Garware Polyster... 7058717706 YES 53 NANDED FC2508 GRAMIN TECHNICAL AND MANAGEMENT CAMPUS NANDED. - Vishnupuri,Naiknagar, Nanded , 431606 Mokhede M Y From Nanded station and Bus stand to Gramin Technical and Management Campus Vishnupuri, Nanded 5 KM 9665197485 YES 54 LATUR FC2513 Sharda Polytechnic College, At Post Aurad, Shahajani, Nilanga - Aurad Shahajani, Nilanga , Latur 413522 Mr. Rathode P.S. By Road Bus Stop Aurad shahajani 9970801281 YES 55 PARBHANI FC2517 Shri. Shivaji Polytechnic Institute, Wasmat road, Parbhani. - At. Post. Parbhani. 431401 Choudhari R.R 1 Km from railway & Bus Stop Parbhani 9420623561 YES 56 BEED FC2525 Krushnaji Purushottam Chousalkar Yogeshwari Polytechnic, Ambajogai Beed - Sr. No. 92, Parli Road, Ambajogai. Beed , 431517 BHASME S. S. 24 km from parli railway station and 2 km from ambajogai bus stand 7020545132 YES 57 NANDED FC2528 Rajiv Gandhi Polytechnic, Markhel, Tal.Degloor, Dist.Nanded. - At Post.Markhel, Tal.Degloor, Dist. Nanded 431718 D.R.SURAWAR BY BAS DEGLOOR-AURAD ROAD AT POST MARKHEL TQ DEGLOOR DIST NANDED 7038518386 YES 58 LATUR FC2534 Swami Vikekanand Institute of Polytechnic, Latur - BARSHI ROAD,NEAR PVR TAKIES,MIDC,LATUR INDULKAR TUSHAR BHAGWAT BY AUTO BARSHI ROAD,NEAR PVR TAKIES,MIDC,LATUR 8793427198 YES 59 FC2634 Eaglewood Polytechnic Institute, A.P Phulepimpalgaon - Velapure Pratik Arunrao By Road 4 KM from New Bust Stand, Majalgaon towords Gadhi. 9423716230 YES 60 MUMBAI CITY FC3006 Government Institute of Printing Technology, Mumbai - J.J School Of Architecture Compound, Near Cst Station, Mumbai 400001 R. R. Dendge Sir J. J. School of Art Campus, Dr. D. N. Road, Near CSMT Station PF 1. Mumbai- 400001 9870658174 YES 61 MUMBAI SUBURBAN FC3007 Government Polytechnic, Mumbai - 49, Ali Yawar Jung Marg, Kherwadi, Bandra(E), Mumbai 400051 Prof.M.B.Pol Aliyavar Jung Marg, 49 Kherwadi ,Bandra ( East) Near Gaushia Masjid,Mumbai-400051.. From Bandra Local Station Sharing Auto Rikshaw are available 9890318631 YES 62 RAIGAD FC3008 Government Polytechnic, Pen - At Post Ramwadi, Tal.Pen, Dist.Raigad. Raigad , 402107 Mr. D.G.Pandit By train: Near Pen Railway Station (Approx 1 KM), By bus: Near Ramwadi,Pen Bus Depot (Approx 500 meters) 8169039622 YES 63 RATNAGIRI FC3009 Government Polytechnic, Ratnagiri - Near Thiba Palace, Ratnagiri , 415612 Mr. B T Dolas Railway station Ratnagiri. By Auto Raksha 10 km 8275325477 YES 64 SINDHUDURG FC3010 Government Polytechnic, Malvan - A/P Kumbharmath, Malvan, Sindhudurg , 416606 R S Girhe 5 Km from Malvan Bus stand, 30 km from Sindhudurgnagari Railway Station, 30 km from Kudal Railway station 9960392598 YES 65 THANE FC3011 Government Polytechnic, Thane - At Phadke Pada, Opp. Bharat Gears,Mumbra Shil Road,Opp Bharat Ltd. Thane , 400612 Mrs. Sheetal Prabhakar Jagtap Nearest Railway Station: Diva Jn. Distance From Diva Jn.: 3.5 km By Road: Alight at Shil Phata either by Bus or Auto Rikshaw. Take a Bus or Auto Rikshaw for Phadke Pada. Alight and search for Government Polytechnic Thane. 8600623980 YES 66 MUMBAI CITY FC3012 Veermata Jijabai Technological Institute(VJTI), Matunga, Mumbai - H.R. Mahajani Marg, Matunga, Mumbai Prof. S. N. Tetambe By train nearest stations 1) Central line station is Matunga or Dadar 2) Harbur line station is Wadala or kingcircle 3) Western line Matinga Road or Dadar 9821658618 YES 67 PALGHAR FC3013 Government Polytechnic, Vikramgad. - ZadPoli, Shil Road, at post Shil, Tal. Vikramgad, District Palghar Mrs Deepawali S Kaware By bus stop 9021556834 YES 68 MUMBAI CITY FC3020 Sasmira's Institute of Manmade Textiles, Mumbai - Dr. A.B. Road, Sasmira Marg, Worli, Mumbai. 400030 A S DESHMUKH Nearby railway stations are Dadar, Prabhadevi, Parel. From Dadar station till sasmira by bus. Bus No. 88, 171,172,384 or by share cab from station. 9833570740 YES 69 MUMBAI SUBURBAN FC3021 K. J. Somaiya Polytechnic, Mumbai - Vidyanagar, Mumbai , 400077 Dnyandev G. Shinde 10 Minutes walk from Vidyavihar Railway Station East. 10 Minutes walk from Sinduwadi, Ghatkopar East Bus Stop 9930656574 YES 70 MUMBAI CITY FC3023 St. Xavier's Technical Institute, Mumbai - Mahim Causeway Road, Mahim, Mumbai , 400016 Jirapure S N mahim fishermen colony 9930447284 YES 71 MUMBAI CITY FC3024 Sophia Shree B.K. Somani Memorial Polytechnic, Mumbai - Sophia Shree B. K. Somani Memorial Polytechnic, Mumbai , 400026 Dr. Mrs. Jignasa Shah Get off at Grantroad station west, Take Bus No. 155 and get off at Pedder Road stop after Jaslok Hospital. 8454040275 YES 72 MUMBAI CITY FC3025 Shri Bhagubhai Mafatlal Polytechnic, Mumbai - N.R.G. Gadkari Marg, Mumbai , 400056 Mr. Sachin Kamble By Train : Vile parle /Andheri Station, By Bus: Cooper hospital and By metro : Andheri 8424009900 YES 73 MUMBAI CITY FC3026 M. H. Saboo Siddik Polytechnic, Mumbai - Anjuman-I-Islam's M.H.Saboo Siddik Polytechnic, 8, Shepherd Rd, Byculla, Mumbai MOHAMMAD ALI FROM MUMBAI CENTRAL RAILWAY STATION FROM DOCKYARD ROAD STATION, FROM BYCULLA STATION 9869152275 YES 74 MUMBAI SUBURBAN FC3027 Premlila Vithaldas Polytechnic(Womens),Mumbai - SNDT Women's University,Juhu Road,Santacruz (W) Mumbai - Suburban , 400049 Mrs. Manjusha Mangrulkar by bus/ train 8779975809 YES 75 FC3033 Dr. Babasaheb Ambedkar Technological University, Lonere - Dr. Devidas G. Jadhav Vidyavihar, Post. Lonere, Mangaon, Raigad 402103 Bus Stop: Lonere Nearest Railway Station: Mangaon (10kms) / Veer (05 kms) on Konkan Railway 140kms from Pune via Tamhini Ghat 160kms from Mumbai towards Goa 8698750809 YES 76 MUMBAI SUBURBAN FC3142 Navjeevan Education Society's Polytechnic, Mumbai - Ganesh Nagar,Ganesh Path Mumbai , 400078 Trupti Dere From Bhandup Station (W) - 606 best bus is available. Stop Name is Navjeevan. 9322035033 YES 77 MUMBAI CITY FC3145 Vivekanand Education Society's Polytechnic, Mumbai - Sindhi Society,Chembur Mumbai , 400071 Bindu Ramesh By Bus- Bhakti Bhavan By Train - Kurla or Chembur Station 9920422399 YES 78 PALGHAR FC3218 Aldel Education Trust's St. John College of Engineering & Management, Vevoor, Palghar - St. John Technical Education Complex, Village Vevoor,Manor Road Palghar (E) Karan Pujari By train at Palghar Station 5 min from Palghar East sharing rikshaw are available for college 9766420484 YES 79 THANE FC3219 Koti Vidya Charitable Trust's Smt. Alamuri Ratnamala Institute of Engineering and Technology, Sapgaon, Tal. Shahapur - Sapgaon, Taluka Shahapur Dist. Thane ANIKET L SONAWANE FROM ASANGAON STATION OR BY SHAHAPUR BUS STAND 7507626210 YES 80 PALGHAR FC3222 Haji Jamaluddin Thim Trust's Theem College of Engineering, At. Villege Betegaon, Boisar - At Village Betegaon,Boisar Chillhar Road , Near Union Park, Boisar(E), Tal: Palghar, Zulfiquar Ahmed by train Boisar Station, get ricksha from navapur naka to reach college 9325210776 YES 81 RAIGAD FC3223 Mahatma Education Society's Pillai HOC College of Engineering & Technology, Tal. Khalapur. Dist. Raigad - Pillai HOCL Educational Campus, Rasayani, Tal. Khalapur. Dist. Raisad- Mr. Rajendra Bhosale By NMMT Bus OR S.T. Bus OR Eeco Taxi from Panvel stand to Pillai HOCL Educational Campus. By Train from Panvel to Rasayani Station & from there by Autorickshaw to Pillai HOCL Educational Campus. 9960136850 YES 82 RATNAGIRI FC3255 Mandar Education Society's Rajaram Shinde Institute of Engineering and Technology, Pedhambe - Mandar Education Society's, Rajaram Shinde Instt of Engg Ratnagiri , 415603 Sarphale D Y Chiplun Karad Highway.. By bus - 10 km 8308170360 YES 83 THANE FC3256 Bharati Vidyapeeth's Institute of Technology, Navi Mumbai - Belpada, C. B. D. SECTOR - 7, OPP. Kharghar Railway Station, Navi Mumbai. Dilip Ganpat Mahadik Walk 5 minute Kharghar Rail stat. by bus stop Belpada / Bharati Vidyapeeth by Metro Belpada station 8652321000 YES 84 THANE FC3258 Agnel Polytechnic (Fr. Agnel Charities) , Vashi, Navi Mumbai - Sector 9A, Vashi, Navi Mumbai Satish Purushottam Eandole 200 m from Vashi Bus Depot 1 km from Vashi Railway Station 9834833416 YES 85 RAIGAD FC3260 Khalapur Taluka Shikshan Prasarak Mandal's, B.L. Patil Polytechnic, Khopoli, Dist.Raigad - Near Old Police Station, Khopoli,Raigad 410203 Mr. Shivaji Laxman Murade 9422494788 YES 86 PALGHAR FC3262 Vidyavardhini's Bhausaheb Vartak Polytechnic - Vidyavardhini's Campus , Vasai Road (W.Rly) Thane , 401202 MR. SAGAR ANIL GAWADE NEAR TO VASAI ROAD WESTRAILWAY STATION 8087171669 YES 87 THANE FC3263 Smarth Samaj's S. H. Jondhale Polytechnic, Dombivli - S. S. Jondhale Educational Complex,Shastri Nagar,Dombivli(W) Thane , 421202 Mr.Sachin Jondhale Just opposite Dombivli Railway station-Dombivli(W) 9892876007 YES 88 RATNAGIRI FC3264 Sahyadri Shikshan Sanstha's Sahyadri Poly.Sawarde(Ratnagiri) - Technical Campus , Sawarde (Vahal Phata), Tal:Chiplun, Ratnagiri , 415606 Mr. Kusumade Mahadeo Nivrutti By Train Sawarde Railway Station 1.5 Km. 8308319473 YES 89 THANE FC3267 Sai Shiva Education Trust's, Muchhala Polytechnic,Thane - Sai Baba Vihar Complex, Anandnagar Thane , 400601 MINI VISHWANATH By Train to Thane and Bus,to Muchhala Polytechnic Stop. 9930371651 YES 90 THANE FC3268 Samarth. Samaj's. Shivajirao S. Jondhale Polytechnic, Ambernath(E), Mumbai - Navare Nagar, B Cabin Road, Ambernath(E),Thane , 421501 BHARATHI BORKAR From Ambarnath station, come out in East side, ask for Navare Nagar Share Rikshaw stand, get down at Jondhale College. 9920923130 YES 91 MUMBAI CITY FC3274 Vidyalankar Polytechnic, Mumbai - Vidyalankar Educational Campus,Antop Hill, Wadala, Vidyalankar Marg, Mumbai , 400037 Suyog Satawalekar VIDYALANKAR POLYTECHNIC 1. Dadar Railway station - Bus no. 110 from Plaza to Vidyalankar College Stop or taxi 2. Vadala Railway station - Bus no. 110 from vadala station to Vidyalankar College Stop or Share taxi Contact 022-24161126 ext: 2102 9867871704 YES 92 MUMBAI SUBURBAN FC3275 Kala Vidyamandir Institute of Technology (Polytechnic), Malad(W), Mumbai - MHADA World Bank project, Plot No. M3, RSC,Gaekwad Nagar, Malad(W),Mumbai , 400095 JEYARAJ RAYAPPAN FROM MALAD STATION SAINATH MARG BUS STOP BUS NUMBER 273 AC LAST STOP KALA VIDYALAYA ALSO SHARE TAXI FROM SAME BUS STOP , FROM BORIVALI 207 , FROM DINDOSHI GOREGAON 456AC , FROM MULUND 9004006685 YES 93 RAIGAD FC3278 Anjuman-I-Islam's Abdul Razzak Kalsekar Polytechnic,Panvel, Navi Mumbai - Plot No. 3, Sector-16, Near Garden Hotel ,Khanda Gaon Raigad , 410206 ADIL PARVEZ 1. from Mumbai : By train : Nearest railway station is Khandeshwar or Panvel on Harbor line and then take rickshaw to Kalsekar college Panvel. By bus: garden hotel Panvel, Near Karnala sports academy 7021144168 YES 94 THANE FC3280 Shivajirao S. Jondhle Polytechnic, Asangaon, Shahapur.Thane - Opp. Railway Station,Asangaon, Shahapur. Thane , 421601 Chanchlani shweta SHIVAJIRAO S.JONDHLE POLYTECHNIC,ASANGAON 9096065836 YES 95 RAIGAD FC3281 Saraswati Education Society,Saraswati Institute of Technology, Kharghar, Navi Mumbai - Plot No.-46/46A, Behind M.S.E.B.Sub Station, Near Utsav Chowk, Sector-5, Kharghar Navi Mumbai Raigad , 410210 Mr Samadhan Landge By Train Kharghar Railway Station and By Road Utsav Chowk Bus Stop Kharghar 9004396752 YES 96 FC3282 Saraswati Education Society, Yadavrao Tasgaonkar Polytechnic, Chandha, Nasarapur, Bhivpuri Road Railway - Mr. Ravindra A. Jadhav By Train- From Kalyan End- Karjat or Khopoli Local- Alight at Bhivpuri Rd. Station. From Karjat End- Next Station to Karjat Bhivpuri Station via CSMT local. By Car- In between Neral and Karjat Take a left turn before Diksal visal vollage and reach to Yadavrao Tsgaonkar Polytechnic, Chandhai Campus. Bus Facility available from Bhivpuri Rd. Statio to Chandhai Campus 7030896095 YES 97 FC3286 Leela Education Society, G. V. Acharya Polytechnic,Shelu, Karjat - MS. APEKSHA THOMBRE Opp. Shelu Suburban Railway Station, Veeracharya Technical Education Campus Taluka - Karjat, Shelu, Maharashtra 410201 9967982244 YES 98 RAIGAD FC3288 Bhartiya Education/Social Charitable Trust, Sheth Shri Otarmal Sheshmal Parmar College Of Diploma Engg, Velshet-Nagothane,Raigad - S.No.Of Land 349/350, Velshet-Nagothane,Post:Paigonda Tal:Roha, Dist:Raigad 401106 Prof.Asmita Patil By Train Next to kasu station or by road bus stop Nagothane , or velshet 8010499950 YES 99 RAIGAD FC3353 Dilkap Research Institute Of Engineering and Management Studies, At.Mamdapur, Post- Neral, Tal- Karjat, Mumbai - Village At.Mamdapur, Post- Neral, Tal- Karjat, Dist.Raigadh Ajay Baghele By train next to badlapur station 9834988434 YES 100 RATNAGIRI FC3420 Rajendra Mane Polytechnic, Devrukh, Tal. Sangmeshwar, Dist. Ratnagiri - Survey No. 50/19 & 48/10, Ambav, Devrukh, Tal. Sangmeshwar,Dist-Ratnagiri-415804 Mr. Prashant P Bhingarde DEVRUKH AMBAV COLLEGE RATNAGIRI 8605303033 YES 101 PALGHAR FC3421 VIVA College of Diploma Engg &Tech., At. Bolinj, Virar (W) Dist. Thane - At. Bolinj, Virar (W) Thane , 401303 Manisha Kuwar by Auto 5 mins ,walking distance 15 min ,near D'mart Virar -West 9823727509 YES 102 SINDHUDURG FC3440 Metropolitan Institute of Technology & Management, Sukhalwad, Sindhudurg. - At Village Sukhalwad, Near Sindhudurg Railway Station, Post Oras, Tal. Malvan Dist. Sindhudurg Maya Shrikrishna Parab By Road Bus Stop Sindhudurg (Oras) or By Train near to Sindhudurg Railway Station 9421551420 YES 103 THANE FC3445 Vishwatmak Jangli Maharaj Ashram Trust (Kokamthan), Atma Malik Institute Of Technology & Research - Aatgaon ,Tansa - Aghai Road, At - Mohili, Post. Aghar, Taluka Shahapur, Dist. Thane Prof. Suryakant Nawle 13 km from Atgaon railway Station,At-Mohili,Post-Aghai,(Atgaon-Tansa-Aghai Road),Tal-Shahapur,Dist-Thane 7720012139 YES 104 PALGHAR FC3448 Gokhale Education Society, Katgara Polytechnic Institute, Bordi. - At Post Bordi, Taluka Dhahanu, Dist. Thane 401701 GANESH U MALI BY TRAIN GHOLWAD STATION ACHARYA BHISE VIDYANAGAR BORDI 8390392653 YES 105 RAIGAD FC3458 Smt. Geeta D. Tatkare Polytechnic At Gove, Kolad - At Gove, Post Kolad, Taluka Roha, Dist. Raigad. MR.CHAITANYA NARAYAN BHAGAT BY BUS 3KM FROM KOLAD, 12KM FROM ROHA, BY TRAIN 5KM FROM KOLAD RAILWAY STATION,AT GOVE POST KOLAD,TAL.ROHA,DIST RAIGAD 9762222940 YES 106 THANE FC3466 Devi Mahalaxmi Polytechnic, Titwala, Kalyan - At Mhaskal, Near Ganesh Temple, Titwala, Kalyan. Mahendra Patil Train 9404304403 YES 107 RATNAGIRI FC3469 Dalvi Education and charitable trust Maharashtra Polytechnic, Soveli, Tal. Mandangad - At Shenale, Post Soveli, Tal. Mandangad, Dist Ratnagiri Arun Ramchandra Dhang 6 KM from Mandangad Bus Stand 8390082551 YES 108 SINDHUDURG FC3470 Yashwantrao Bhonsale Institute of Technology, At Post Charathe ( Vazarwadi) - At Post Charathe ( Vazarwadi), Tal.Sawantwadi, Sindhudurg. AMEY ARVIND MADGAONKAR 4 km from sawantwadi bus stop and 8 km from sawantwadi railway station 9405040582 YES 109 FC4004 Government College of Engineering, Chandrapur - Amit R Sakhare To reach Chandrapur, you can consider several modes of transportation depending on your starting location and preferences. Here are the primary ways to get to Chandrapur, Maharashtra: By Air The nearest airport to Chandrapur is Dr. Babasaheb Ambedkar International Airport in Nagpur, which is about 150 kilometers away. From the airport, you can take a taxi, bus, or train to Chandrapur. By Train Chandrapur has its own railway station, Chandrapur Railway Station (CPR), which is well connected to major cities in India. You can check the Indian Railways website or use various travel apps to find trains that stop at Chandrapur. By Bus Chandrapur is well connected by road, and you can find several state-run and private buses that operate to and from Chandrapur. Maharashtra State Road Transport Corporation (MSRTC) provides regular bus services to Chandrapur from major cities in Maharashtra and neighboring states. By Car If you prefer to drive, you can reach Chandrapur by car. It is well connected by road to major cities. Here are the approximate distances from some major cities: Nagpur to Chandrapur: ~150 km Hyderabad to Chandrapur: ~400 km Pune to Chandrapur: ~700 km Mumbai to Chandrapur: ~900 km Directions and Routes From Nagpur: Take the NH44 towards Wardha and then follow NH353D to Chandrapur. From Hyderabad: Take the NH44 towards Adilabad and then continue on NH353B towards Chandrapur. From Pune/Mumbai: Take the NH60 towards Ahmednagar, then NH61 to Wardha, and NH353D to Chandrap pur. Local Transportation in Chandrapur Once you reach Chandrapur, you can use various local transportation options to get around the city: Auto-Rickshaws: Auto-rickshaws are a common and convenient mode of transport within the city. Taxis/Cabs: You can hire taxis or use app-based cab services like Ola or Uber if available. Buses: Local buses operated by MSRTC and private operators can help you move around the city and nearby areas. 7773937570 YES 110 BHANDARA FC4008 Government Polytechnic, Sakoli - Sendur Wafa,Sakoli Dist Bhandara 441802 Dr. Ashwin S. Meshram From Sakoli Bus stand , Institute is located 2 km away on Sendurwafa road Auto/Bus facility available. 9420157369 YES 111 CHANDRAPUR FC4009 Government Polytechnic, Bramhapuri - Bramhapuri Chandrapur , 441206 D. G. Pardhi GOVERNMENT POLYTECHNIC, BRAMHAPURI NAGBHIR ROAD VILLAGE KHED, DIST: CHANDRAPUR-441206 8669083655 YES 112 GADCHIROLI FC4010 Government Polytechnic, Gadchiroli - M.I.D.C Road Gadchiroli , 442605 Mr. Keval S. Neralwar Train Up to Nagpur then by Bus Nagpur to Gadchiroli 9860499817 YES 113 GONDIA FC4011 Government Polytechnic Gondia - Fulchur Tola, Near Iti, Sakoli Road, Gondia 441601 Pratima H. Gedam By bus/train 8421966899 YES 114 NAGPUR FC4012 Government Polytechnic, Sadar, Nagpur - Mangalwar Bazar, Nagpur , 440001 Dr. A.R.Mahajan By Auto/Rikshaw from Nagpur Railway station 8999828474 YES 115 WARDHA FC4013 Government Polytechnic, Arvi - Arvi. Wardha , 442201 P.R BOOB Government Polytechnic,Deurwada road,Arvi Tal:Arvi dist:Wardha State:Maharashtra Pin:442201 By Road 02km from Arvi Bus Stand 9860445541 YES 116 WARDHA FC4015 Acharya Shrimannarayan Polytechnic, Pimpri-Wardha - Arvi Road, Pimpri, Wardha 442001 Dr. Pravin Pachpor pipri meghe bus stand 9028425394 YES 117 NAGPUR FC4135 Amar Seva Mandal's Shree Govindrao Vanjari College of Engineering & Technology, Nagpur - Survey No. 148/149, Salai Godhani, Near Chikna Village, Hudakeshwar Road, Nagpur Prof Deepali Gautam By Bus, By Own Vehicle, Other Transport 8668523188 YES 118 NAGPUR FC4138 Jaidev Education Society, J D College of Engineering and Management, Nagpur - At Khandala, Post Vaini Katol Road, Nagpur Mr. Kalpesh Kanphade RAILWAY STATION : 20 KM1 BUS STAND : 22 KM 8788288316 YES 119 NAGPUR FC4142 Ankush Shikshan Sanstha's G. H. Raisoni Institute of Engineering & Technology, Nagpur - MIDC, Near Facor, Higna Wadi Road, Nagpur Ms. Shashi Pandey By Metro, By Bus, By own vehicle 9881711756 YES 120 NAGPUR FC4145 Wainganga College of Engineering and Management, Dongargaon, Nagpur - Dongargoan, Near Gumgaon Railway Station, Post - Gumgaon, Wardha road, Nagpur Ravindra Raut By Bus Dongargaon, near Gumgaon Railway Station Nagpur 9823769163 YES 121 NAGPUR FC4151 Vidarbha Bahu-Uddeshiya Shikshan Sanstha's Tulshiramji Gaikwad Patil College of Engineering & Technology, Nagpur - Kh. No. 8/1, Mohgaon,Wardha Road,Nagpur MR. AMOL BARDE By road bus stop mohagaon 8459158663 YES 122 CHANDRAPUR FC4188 Krushi Jivan Vikas Pratishthan, Ballarpur Institute of Technology, Mouza Bamni - Bamani, Rajapura Road, Tal. Ballarpur. Chandrapur Mohsin Rashid Qureshi By train/bus to the ballarpur station and then auto to BIT collrgr. 7741964261 YES 123 NAGPUR FC4193 K.D.M. Education Society, Vidharbha Institute of Technology,Umred Road ,Nagpur - Gram UTI, Umred Road, Nagpur Pratik Chaphale By bus from dighori and main bustand nagpur and from umred 9822194102 YES 124 NAGPUR FC4223 Anjuman Hami-E-Islam's Anjuman Polytechnic, Nagpur - Mangalwari Bazar,Sadar Nagpur , 440001 Mrs. HEENA SHEIKH by auto/ taxi/metro 7020647590 YES 125 BHANDARA FC4227 Vivekanand Polytechnic,SitaSaongi,Tal-Tumsar,Dist-Bhandara - At & Post-Sitasaongi, Bhandara , 441929 RAHAMAN KHAN by train to gobarwahi orby road bus sitasaongi. 9527419402 YES 126 CHANDRAPUR FC4229 Bajaj Chandrapur Polytechnic, Chandrapur - Balaji Ward, Near Fish Market, Chandrapur , 442402 MRS P. M. SINGH 1.5 km 9422910027 YES 127 NAGPUR FC4230 Shri Sadashivrao Patil Shikshan Sanstha's Kamptee Polytechnic, Kamptee - Behind Railway Station Nagpur , 441002 RAVINDRA PRABHAKARRAO SADHOO APPROACHABLE BY TRAIN, BUS AND NEAR AIRPORT IS NAGPUR 20 KM AWAY FROM KAMPTEE 9371088850 YES 128 NAGPUR FC4233 Lokmanya Tilak Jankalyan Shikshan Sanstha's Priyadarshini Polytechnic, Nagpur - P-131,Electronic Zone,Midc,Hingna Road,Nagpur 440016 Mrs.S.D.Bahekar By Bus ,Metro 9545555296 YES 129 CHANDRAPUR FC4234 Late M.D. Yergude Memorial Shikshan Prasarak Mandal's Shri Sai Polytechnic, Chandrapur - Opp Hotel Kundan Plaza, Nagpur Road, Chandrapur , 442401 A.A.Yergude Opposite to Jaika Motors, Nagpur Road, Chandrapur 8055596571 YES 130 WARDHA FC4235 Jai Mahakali Shikshan Sanstha's Agnihotri School of Technology, Ramnagar, Wardha - Ramnagar, Wardha , 442001 Ms. Arati D. Patel By train near about 3 km and by bus 3.5 km 7841927016 YES 131 NAGPUR FC4238 Sanmarg Shikshan Sanstha, Shri Krushnarao Pandav Polytechnic, Bahadura, Nagpur - Near Dighori Naka, Bahadura, Nagpur 440009 Sunil Ghodmare By Train 8KM and by bus 7KM 9763403747 YES 132 BHANDARA FC4241 Sanmarg Shikshan Sanstha, Shri Sharadchandra Pawar Polytechnic, Bhilewada - P.H.No.23,Gatt No,278,254,Bhilewada,Bhandara 441904 SHAIF ALI SAIYAD by bus 9356436930 YES 133 CHANDRAPUR FC4242 Mata Mahakali Bahuuddeshiya Shikshan Prasarak Mandal's Mata Mahakali Polytechnic College, Warora - Old Bypass Road,At Post Warora, Dist. Chandrapur 442907 A.A.SHEIKH from anandwan 1 km 7410119983 YES 134 NAGPUR FC4245 Gopal Education Soceity's Shri Mukundrao Pannase Polytechnic, Mauza Mondha - K.No.42, Ph 62, At Mauza, Mondha, Panjari, Hingana, Nagpur 400004 dipak nakhate by the bus to mondha bus stop to ditect college main gate 7410786183 YES 135 GONDIA FC4247 Laxmanrao Mankar College Of Polytechnic, Amgaon, Gondia - At Post Amgaon, Tal. Amgaon, Dist. Gondia 441902 D C Rane By train from Gondia to Amgaon station or by Bus stop Amgaon 1 km away 8788081476 YES 136 NAGPUR FC4248 Shri Sai Shikshan Sanstha's Nit Polytechnic, Nagpur - Survey No.13/2, Mahurzari, Katol Road Nagpur.Tah-Dist-Nagpur 441501 DR. SAMISH MAHENDRA FALE By Bus, Auto or own vehicle. Fetri Godawn Stopage on Nagpur to Kalmeshwar Road. 9403287188 YES 137 NAGPUR FC4249 Shri Nirmaladevi Education Soceity's Sonatai Pandav Polytehnic, Paradsinga - Survey No.73, At Lamdham, Post Paradsinga, Tal. Katol, Nagpur 440018 Shweta Vaidya At post Kolambi ,Paradsinga 7972623306 YES 138 WARDHA FC4250 Maratha Shikshan Sanstha's P.R.Patil Instittute Of Polytechnic, Talegaon, Asthi, Wardha - Survey No.53/3, Arvi Road, Talegaon, Tal.Asthi, Dist Wardha 400004 WASIM YUSUF SHAHA BY BUS 8999748289 YES 139 NAGPUR FC4251 Sant Tukdoji Maharaj Shikshan Sanstha's Shri Sai Taj Polytechnic, Drugdhamna, Nagpur - Kh.No.1, Ph.No.5a, Mouza Drugdhamna, Nagpur 440009 Ms. DEEPA M. CHOURASIYA BY BUS, BIKE, AUTO 7218138500 YES 140 BHANDARA FC4253 Late Shri Laxmaji Motghare Chritable Trust's Dr. Arun Motghare Polytechnic, Kosara-Konda, Bhandara - Survey No.441/2/2,442,443,444,445,446/3b, Bhandara, Pauni Road, Kosar-Konda Bhandara Mr. Manish D Baghele From Bhandara 35KM Away By bus Kosra-Kondha Tah Pauni Dist. Bhandara 8446822949 YES 141 GONDIA FC4254 Krushna Sahayogi Tantra Shikshan Sanstha, Chatrapati Shivaji Institute Of Technology, Deori, Gondia - Shivaji Campus,At.Post.Th.Deori(Chichgadh Road) Gondia , 441901 Miss. Jayashri Bhelawe By Road Bus stop Chhatrapati shivaji chowk deori. 7447808166 YES 142 WARDHA FC4255 Jai Mahakali Shikshan Sanstha's Agnihotri Polytechnic, Sindhi (Meghe), Wardha - Survey No.62, By Pass Highway,Bapuji Wadi, Ram Nagar Nagthana Road, Sindhi (Meghe), Wardha 442001 Pratiksha Thote 3 Km From Railway Station & Bus Stop, Nagthana Rd. Near Bypass Highway, Sindi (Meghe), Wardha 8554951684 YES 143 NAGPUR FC4258 Dharampeth Education Soceity's Dharampeth Polytechnic, Nagpur - Survey No.105, Mouza Ambazari, Near Ambazari Garden, North Ambazari Road, Nagpur MANISHA RAMTEKE NAGPUR RAILWAY STATION ,DHARAMPETH COLLEGE METRO STATION , DHARAMPETH COLLEGE BUS STOP 7066380657 YES 144 WARDHA FC4597 Jai Mahakali Shikshan Sanstha, Pulgaon Polytechnic,Pulgaon, Tah-Deoli,Wardha - Jawahar Colony, Survey No. 425, Nr. Radhika Lawn, Nachangaon, Post-Pulgaon, Tah-Deoli, Dist-Wardha 442302 Nupul N shirbhate pulgaon polytechnic is located at a distance of about 3 km from Railway Station & 3km Bus station 8087111909 YES 145 CHANDRAPUR FC4598 Maharashtra Shikshan Prasarak Mandals,Sommaya Diploma In Engineering, Wadgaon Dist Chandrapur - Wadgaon Dist Chandrapur 442402 P.P.SUTRALE by auto 7620099241 YES 146 CHANDRAPUR FC4601 Guruvandan Mahila Kalyankari Bahuuddeshiya Mandal's Guru Sai Polytechnic College, Mauza Datala, Chandrapur - Mauza Datala, Tah & Dist Chandrapur 442401 Rinku chourasiya by bus and personal Vehicle 9021623290 YES 147 NAGPUR FC4602 Shri Gurudeo Educational Memorial & Cultural Society, Om Polytechnic College, Mauza Parsodi, Tal-Umrer,Nagpur - Survey No. 8, Mauza Parsodi, Tal-Umrer, Dist-Nagpur- 441203 Mr. Mahesh Gongal by Bus 9970737917 YES 148 CHANDRAPUR FC4603 Maharashtra Institute of Polytechnic, Betala, Bramhapuri,Chandrapur - Survey No.402, Betala, Po.Kinhi, Bramhapuri, Dist-Chandrapur 441206 MR.N.MSAMARTH From Bramhapuri 6km Towards Gadchiroli Road 8208558799 YES 149 GONDIA FC4605 Vidyasagar Education Society, Gurukul Polytechnic, Nagra, Gondia - Gurukul Polytechnic, Gut No. 78, 80, 81, Balaghat Highwary Road, Nagra, Dist-Gondia 441614 MUKESH M NIMJE By Road, Near Bhairav Mandir Nagra Gondia / By Train, Near Nagradham Station 9021308483 YES 150 CHANDRAPUR FC4608 Shri Lalbahaddur Shastri Shikshan Prasarak Mandal, VJ Polytechnic, Mouza Khamona, Tah- Rajura, Chandrapur - Survey No.71 & 193, Mouza Khamona, Tah- Rajura, Dist- Chandrapur 442401 V W NAGAPURE Chnadrapur to Ballarpur to Rajura to Khamona 7020343030 YES 151 FC4610 Ballarpur Seva Samiti, Jainuddin Zaweri Polytechnic, Rampur Tukum, Mul, Dist. Chandrapur - Mr. VISHAL D. RAMTEKE By train near railway station 8888696438 YES 152 WARDHA FC4612 Navneet Bahuuddeshya Sanstha, Kinkar Institute Of Technology,Seloo,Dist.Wardha - Rehnki Road,Seloo,Dist.Wardha Mr. Dipak T. Dhodre Walking Distance on Seloo Bus Stop 9921560615 YES 153 NAGPUR FC4613 Suryodaya College of Engineering & Technology, Nagpur - Survey No. 117/1 & 117/3 A, Vihirgaon, Nagpur Minakshi P. Kawale By Bus, Vehicle, Road -Near Dighori Naka 8830610779 YES 154 CHANDRAPUR FC4639 Renaissance Polytechnic,Chandrapur - Datala New Chandrapur,Datala A I KHAN From Railway Station , Bus Stand Chandrapur (3 K.M.) 9890735021 YES 155 BHANDARA FC4642 Brahmanand Karanjekar Institute of Technology, Sakoli - Nagzira road, Sakoli, Mr.S.S.Funde Near ST Bus-stand Nagzira Road Sakoli 9975217360 YES 156 AHMEDNAGAR FC5006 Government Polytechnic, Ahmednagar - Post Box No. 71,Burudgaon Road,Ahmednagar 414001 A G Joshi By Train 8788518386 YES 157 DHULE FC5007 Shikshan Maharshi Dadasaheb Rawal Government Polytechnic, Dhule - Vidyanagri Deopur Dhule , 424005 Mr. Kishor Ramrao Pawar By bus 2 KM from Deopur Dhule Bus Stand 9422787275 YES 158 JALGAON FC5008 Government Polytechnic, Jalgaon - National Highway No.6, Jalgaon , 425002 PRASAD D DESHPANDE In front of Govt ITI Jalgaon 9421853937 YES 159 NANDURBAR FC5009 Government Polytechnic, Nandurbar - Near Dubkeswar Mahadev Mandir, Mauje Hol tarfe Haveli, Nandurbar Mr. Vishal Prakash Khalane 3 km from bus stand and railway station. Taking autorickshaw for Rs. 50/- to Government Polytechnic Nandurbar, near Dubkeshwar mandir, Jagtapwadi. 9356393036 YES 160 NASHIK FC5010 Government Polytechnic, Nashik - New Bldg Campus,Samangaon Road Nashik , 422101 Dr. K. V. Nemade Government Polytechnic Nashik, Samangaon Road, Nashik Road. 2km to the east from Sinnar Fata 8793713753 YES 161 JALGAON FC5106 Khandesh College Education Society's College Of Engineering And Management, Jalgaon - C.S. No. 7480 and 7323, Behind D.I.C., N.H.No.6, IMR Campus, Jilha Path, Jalgaon Mr. Jagdish R Patil C.S. No.7480 and 7323,Behind D.I.C.,N.H.06, Near IMR Campus, Jalgaon 8149617780 YES 162 JALGAON FC5171 Godavari Foundation's Godavari College Of Engineering, Jalgaon - Plot No.51, Dr. Ulhas Patil Nagar, Additional MIDC, Bhusawal Road, N.H.No.6, Jalgaon Venu Firake 5km from jalgaon railway station 3km from jalgaon bus stand 8788928021 YES 163 AHMEDNAGAR FC5179 Vishwabharati Academy's College of Engineering, Ahmednagar - Sarola Baddi ,Jamkhed Road , Ahmednagar Prof. Atul Rajendra Vikhe @post Sarola Baddi,Jamkhed Road, 8 km from chandni chowk, MIRC. 8530201920 YES 164 AHMEDNAGAR FC5220 Pravara Rural Education Society's Padmashri Dr. Vittalrao Vikhe Patil Institute of Technology and Engineering Polytechnic ,Pravaranagar - A/P Loni Bk.-413 713, Taluka Rahata,Ahmednagar 413736 Mr. V.S. Tamboli Loni sangamner road Loni 9049084786 YES 165 AHMEDNAGAR FC5221 Shri Chhatrapati Shivaji Shikshan Sanstha's Indira Gandhi Poly. Belwandi (su) ,Tal-Shrigonda Dist- Ahmednagar - A.P. Belwandi (sugur) ,Tal-Shrigonda , Tal-Shrigonda Ahmednagar , 413702 Mr. DHAWDE AMOL SADASHIV 1.5 KM away from BELWANDI railway station 9404282943 YES 166 AHMEDNAGAR FC5222 Sanjivani Rural Education Society's Sanjivani K.B.P. Polytechnic, Kopargaon - At Sahajanad nagar, Post Shinganapur Tal: Kopargaon, Ahmednagar , 423603 Prof. R V Bhakare near railway station kopargaon 9511757715 YES 167 JALGAON FC5223 Mgts Mandal's Sharadchandrika Suresh Patil Institute Of Technology(Polytechnic), Chopda - Yawal Road, Chopda Jalgaon , 425107 Mrs K C Wankhede M.G. College Campus By road Yawal Ankleshwer Baharanpur Highway 9511262336 YES 168 DHULE FC5224 Sanjay Education Society's Polytechnic, Wadibhokar, Dhule - Wadibhokar(Dhule) Dhule , 424005 VASANT S MARATHE 10 KM from Dhule Main Bus Stand 8275121221 YES 169 NASHIK FC5226 K.K Wagh Education Society's K. K. Wagh Polytechnic, Nashik - Hirabai Haridas Vidyanagari, Amrutdham, Panchavati, Nashik. 422003 Mr. Satish S. Rikame Form Nashik Road Railway Station by bus10 km, From C.B.S. 5 Km and From Nashik (Ozar) Airport 17 Km 8600626264 YES 170 DHULE FC5227 Nagaon Education Society's Gangamai Polytechnic, Nagaon, Dhule - A.P. Nagaon, Dhule , 424001 Prof. D B Patil By Bus ,Auto , Private Vehicle, Near Mumbai Agra National Highway No. 3, At Post Nagaon, Tal- Dist Dhule, 424002. 8308746560 YES 171 DHULE FC5228 Shri Shivaji Viddhya Prasarak Sanstha's Bapusaheb Shivajirao Deore Polytechnic, Dhule - Post Box No.113, Vidyanagari, Deopur, Dhule 424005 Sanjay S Shah Near to Deopur Bus Stand 9420536763 YES 172 NASHIK FC5230 SNJB's Shri. Hiralal Hastimal (Jain Brothers, Jalgaon) Polytechnic,Chandwad - A/p Neminagar ,Tal Chandwad Nashik , 423101 Mr. A.J. Bhavsar 64 Km from Nashik on Mumbai- agra highway 24 Km from manmad railway station 8329789668 YES 173 NANDURBAR FC5231 Poojya Sane Guruji Vidhya Prasarak Mandal's G. M. Choudhari Polytechnic, Shahada - P.B. No. 63, Shahada, Nandurbar , 425409 Y B Patil 28 9271217131 YES 174 AHMEDNAGAR FC5232 Amrutvahini Sheti & Shikshan Vikas Sanstha's Amrutvahini Polytechnic, Amrutnagar - At- Amrutnagar Post Sangamner S.K., Ahmednagar , 422608 Mr. Dighe A S By Auto 5 km away from Sangamner Bus Stand, By train 55 km away from Nashik Rd. railway station. Google Map Link :- https://maps.app.goo.gl/czxUcu9bgBaTbUAg6 9921234603 YES 175 NASHIK FC5235 Late Bhausaheb Hiray Smarnika Samiti Trust Sanchalit Polytechnic, Malegaon, Nashik - Nagarpalika Marathi School No. 5 Near Ravalgaon Naka Nashik , 423105 Jadhav S.G. From MMR railway station 35km away and from Malegaon CBS 5km by rd. 9423486730 YES 176 JALGAON FC5237 Shri Krishna Education & Cultural Mandal, Shri Gulabrao Deokar Polytechnic, Jalgaon - Gat No. 56, Mohadi Shivar, Shirsoli Road, Jalgaon , 425002 Mrs. M.V.Yeole By Road 4 Km. from bus stand, 9764598444 YES 177 NASHIK FC5238 Mahavir Polytechnic, Nashik - Sr.No. 166, Village Varwandi Tal : Dindori, Via Meri, Nashik , 422005 Prof. Sanjay V. Bhamare By Bus: From Nashik CBS to Nimani Bus Stand: 1. Take a Citylink bus from Nashik Central Bus Stand (CBS) to Nimani Bus Stand. This route is frequently serviced by Citylink buses. From Nimani Bus Stand to Mahavir Polytechnic: 1. At Nimani Bus Stand, board a bus heading towards Ambe Dindori. 2. Inform the conductor that you need to get off at the stop nearest to Mahavir Polytechnic. The bus will pass by the location of the college. By Railway: From Nashik Railway Station to Nimani Bus Stand: 1. From Nashik Road Railway Station, take an auto-rickshaw, taxi, or a local bus to Nimani Bus Stand. This should be a short ride as Nimani Bus Stand is a common transit point. From Nimani Bus Stand to Mahavir Polytechnic: 1. Similar to the bus route, from Nimani Bus Stand, board a bus heading towards Ambe Dindori. 2. Inform the conductor or driver that you need to get off at the stop nearest to Mahavir Polytechnic. 7588133253 YES 178 NANDURBAR FC5239 Jamiya Islamiya Ishatul Olu's Jamiya Polytechnic, Akkalkuwa - Dist ; Nandurbar, 425415 Afzal Ahmad By bus 1 km from Akkalkuwa bus stand, 50 km from Nandurbar (NDB) 8446007128 YES 179 NASHIK FC5240 Guru Gobind Singh Foundation's Guru Gobind Singh Polytechnic, Nashik - Khalasa Educational Complex, Guru Gobind Singh Marg,opp Simence Colony Nashik , 422009 Prof. Shrihari Ravindra Upasani By Auto from Dwarka Circle Nashik 9921120177 YES 180 NASHIK FC5241 Jagdamba Edu Soc., Santosh N. Darade Polytechnic, Yeola, Nashik - Babhulgaon, Yeola-Patoda Road, Nashik , 423401 TAKSANDE R V from Yeola bus stand 2 km on Patoda road 9970699027 YES 181 NASHIK FC5243 Nashik Gramin Shikshan Prasarak Mandals Brahma Valley Polytechnic, Nashik - Gat No.592/B, Village Anjaneri, Tribkakeshwar Nashik , 422213 Mr. M. M. Kulkarni Trimbakeshwar. 8484837474 YES 182 NASHIK FC5244 MET's Institute of Technology Polytechnic, Bhujbal Knowledge City, Adgaon Nashik - Bhujbal Knowledge City, Adgaon ,Nashik 422003 Prof. D.M. Bhatkar By Train: Nashik Road Railway Station to Bhujbal Knowledge City, Adgaon Via Medical Phata 15 KM By Bus from Adgaon Medical Phata to Bhujbal Knowledge City- 1 KM 9405610989 YES 183 AHMEDNAGAR FC5245 Sangamner Medical Foundation & Research Institutes,Wamanrao Ethape Polytechnic, Velhale, Sangamner - Velhale Taluka Sangamner, Dist. Ahmednagar. 422605 Prof.S.D.Navale at post-maldad tal-sangamner dist-ahmednagar 9689142960 YES 184 JALGAON FC5246 Kai. Vanjibaba Gramin Vikas Mandal, Shantidevi Chavhan Institute of Engineering & Technology, Chalisgaon - Survey No. 94/3/1 & 2, At Post Bhoras, Tal Chalisagtion, Jalgaon , 424101 Mr.Sujay Ghanshyam Ahirrao by bus 9307407930 YES 185 NASHIK FC5247 NDMVPS Samaj's Rajarshee Shahu Maharaj Polytechnic, Nashik - Udhoji Maratha Boarding Campus,Gangapur Road, Near Pumping Station Nashik , 422013 Prof. S. N. Shelke 3km from CBS. 9970273067 YES 186 AHMEDNAGAR FC5248 Sulochana Behelekar Samajik & Bahu Uddeshiya Shikshan Sanstha,Dnyaneshwar Polytechnic, Ahmednagar - Gat. No.-316,Bhanasvivare,Tal.Newasa,Ahmednagar 414105 Prof.K.A.Magar By Bus From Newasafata 02 Km By Train From Shrirampur 30 Km 7972935668 YES 187 JALGAON FC5249 Trimurti Shikshan Prasarak Mandal, Trimurti Institute Of Technology, Paladhi Bk, Jalgaon - Survey No.227/2, Paldhi Bk, Next To North Maharashtra University, Tal-Dhamangaon, Dist:Jalgaon Jugal Patil Near KBCNMU, Opp. Hotel Govind, Paldhi bk., Jalgaon . mob. 9226308636 8766915718 YES 188 AHMEDNAGAR FC5251 Hon. Shri. Babanrao Pachpute Vichardhara Trust's Parikrama Polytechnic,Kashti - S.No.1147,1148,1152 At & Post Kashti Tal Shrigonda Dist Ahmednagar 414701 Mr. Nishikant Dattatray Babar Ahmednagar Daund Road, Kashti 9850692268 YES 189 AHMEDNAGAR FC5255 Sanjivani Pratishthan's Institute Of Technology,Kurund - Gut No.22,23,28,At Kurund Post Ralegantherpal Tal.Parner Ahmednagar , 414306 Mallav Vikrant Avinash 2 KM from Ghavanewadi, 4 km from shirur bus stand 9579032121 YES 190 NASHIK FC5256 Matoshri Education Soceity, Matoshri Asarabai Polytechnic,Nashik - Gut No.39/1 Eklahare, Nashik Mr.Manoj D.Murav From Nashik road railway station to matoshri college 11km by road. 8975432558 YES 191 NASHIK FC5258 Sandip Foundation's Sandip Polytechnic, Nashik - Trimbak Road, P.O.: Mahiravani,Tal & Dist: Nashik.-422213 Prof. Urmila Rahul Tambat From CBS 15 km by road 9921489146 YES 192 AHMEDNAGAR FC5259 Shri.Dattakrupa Shaikshanik & Krishi Gram Vikas Pratisthan, Shri Siddhivinayak Polytechnic, Karjat, Ahmednagar - Sr. No.86/1,Rashin Road, Siddhatek Berdi Tal Karjat Dist Ahmednagar 414403 Mrs. Khedekar Priya Ankush By Train, Daund Relwey Station then by bus to Siddhatek 7350600629 YES 193 NASHIK FC5260 Jumma Masjid Charitable Trust's Polytechnic,Wadala Road, Wadala, Nashik - Jmct's Campus,Wadala Road, Wadala, Nashik 422009 Mrs.Padmashri A Pethkar By bus to dwarka, by train to nsk road 9604468382 YES 194 AHMEDNAGAR FC5261 Tulajabhavani Seva Pratisthan, Soniya Gandhi Polytechnic, Shrigonda - At Post Shrigonda, Tal.Shrigonda, Dist. Ahmednagar. Gat No.1120/1a,2260 Ahmednagar Mr.Vikram L Shinde 1km away from Shrigonda Bus Stand,Bagade Corner ,Balaji nagar Shrigonda,Soniya Gandhi Polytechnic Shrigonda 413701. 9960484147 YES 195 NASHIK FC5263 Matoshri Education Soceity, Matoshri Institute Of Technology, Dhanore, Nashik - Dhanore Tal.Yeola, Dist.Nashik 423401 Mrs. Beldar Geeta Nandu Yeola- manmad Road, Dhnaore 9579286042 YES 196 AHMEDNAGAR FC5354 Sakeshwar Gramin Vikas Seva Sanstha, Sau.Sundarbai Manik Adsul Polytechnic, Chas, Ahmednagar - At Post – Chass, Dist. Ahmednagar Prof.Giri D Y Auto Riksha 9527775050 YES 197 AHMEDNAGAR FC5356 Shree Samarth Academy’s, Shree Samarth Polytechnic, Mhasane Village Mhasane , Tal.Parner, Ahmednagar - Village Mhasane , Mhasane Phata,Pune Nagar Road, Tal.Parner, Dist. Ahmednagar 414302 Darode S S By Road- Ahmednagar bus stop to Supa, Supa- Mhasnephata 8830059076 YES 198 NASHIK FC5357 Maharashtra Shikshan Vikas Mandal's Loknete Gopalraoji Gulwe, Polytehnic,Vilholi,Nashik - 35/1/2A, Vilholi, Tal- Dist-Nashik Kiran T. Gaikwad 2 8767120290 YES 199 AHMEDNAGAR FC5358 Shri Dattakrupa Shaikshanik & Krushi Gramvikas Pratisthn's Saikrupa Polytechnic, Ghargaon, Tal Shrigonda, Ahmednagar - Plot No. 244, Ghargaon, Tal Shrigonda, Dist. Ahmednagar KALYAN BABASAHEB SHINDE 7038521121 YES 200 AHMEDNAGAR FC5360 Savitabai Phule Shikshan Prasarak Mandal's Rajendra Jotiram Phule Polytechnic, Mirajgaon Tal Karjat. Ahmednagar - Gut No. 115 Belgaon Road At. Post Mirajgaon Tal Karjat. Dist. Ahmednagar ABHISHEK WAGHMODE By BUS NEXT TO JIO PETROL PUMP BELGAON ROAD 9359646657 YES 201 JALGAON FC5361 Raghvendra Shikshan Prasarak Mandal's Late Junasing Mangtu College of Engg. (Diploma), Valthan, Tal Chalisgaon,Jalgaon - Gut No. 25/A, Valthan, Tal Chalisgaon, Jalgaon 424101 V V DESALE by bus 9665743077 YES 202 AHMEDNAGAR FC5362 Shiva Trust's Ajitdada Pawar College of polytechnic,Vadala Mahadeo, Tal Shrirampur, Ahmednagar - Srv. No. 3, 6/2, Vadala Mahadeo, Newasa Shrirampur Main Road, Tal Shrirampur, Dist Ahmednagar SUNIL VITTHAL KHILARI Ajitddada Pawar College of Polytechnic, Wadala Mahaeo, Tal: Shrirampur, Dist.: ahemednagar, newasa road 9146768363 YES 203 NASHIK FC5363 Amruta Vaishnavi Education & Welfare Trust's Shatabdi Institute of Technology, Agastkhind, Tal Sinner - Srv. No. 2, At. Post Agastkhind, Tal Sinner Dist. Nashik 422502 Prof. N.T.Hiwale BY TRAIN AND BUS/ AT POST AGASKHIND ,VIA DEOLALI CAMP-BHAGUR,SINNAR GHOTI HIGHWAY ,DIST NASHIK,-422502 8600456075 YES 204 DHULE FC5365 Ahinsa Institute of Technology, Post. Dondaicha, Dist.Dhule - Srv. No. 190/1A /1, 190/1A/2, Dhule Road, Post. Dondaicha, Dist.Dhule , 425408 Mr. Ankesh D. Samre From Dondaicha railway station 5 km away to dhule road or From Bus station 5 km away to dhule road you take auto or bus to visit FC center 5365 8087960996 YES 205 AHMEDNAGAR FC5368 Seva Shikshan Prasarak Mandal, Dr. N. J. Paulbudhe Institute of Technology, Narayandoho Tal Nagar, Ahmednagar - Gate No. 479 At. Post Narayandoho Tal Nagar Dist. Ahmednagar MR. ALI J.A BUS 8087027826 YES 206 NASHIK FC5369 Nashik Institute of Technology, Late Annasaheb Patil Polytechnic , Dindori Road Cannol road ,MERI ,Nashik - Srv. No,.155 / 1A Dindori Road Cannol road MERI Nashik DESHMUKH NILOFAR AYUB By Bus Nimani 2km By Rail Nashik Road 15 KM 9764457121 YES 207 AHMEDNAGAR FC5370 Kedareshwar Gramin Vikas Pratishthan, Kai. Sau. Sunitatai Eknathrao Dhakane Polytehnic College,Rakshi,Ahmedngar - Gut No. 147/2, At Post-Rakshi Ahmednagar , 414502 Dr. Riyazkhan H. Attar 10 kms from Shevgaon bus stand on gevrai highway 9881099844 YES 208 NASHIK FC5371 Karmaveer R.S.Wagh Education & Health Institute, Kadwa Polytechnic, Rajaram Nagar, Tal-Dindori, Nashik - Rajaram Nagar, Tal-Dindori, Nashik 422209 Mr. Jadhv Ajay Nandu Kadwa Sugar Factory Near 7620679411 YES 209 JALGAON FC5373 Sarswati Vidya Prasarak Mandal, Aabasaheb Shivajirao Sitaram Patil Institute of Polytechnic, Chichpura, Tal- Dharangaon,Jalgaon - Chichpura, Tal- Dharangaon Dist-Jalgaon Nitesh D. Chaudhari By Bus A/P Aabasaheb S. S. Patil Institute of Polytechnic, Chinchpura. 7350137719 YES 210 JALGAON FC5375 Nath Nangebaba Malti Purpose Mandal's, Polytechnic, Parola, Dist-Jalgaon - Parola, Dist-Jalgaon 425111 Mr. Ravindra Charandas Chavan By Bus 9881180209 YES 211 AHMEDNAGAR FC5376 Raj Laxmi Foundation, Sahkar Maharshi Rajaram Bapu Patil Polytechnic Institute, Madagaon ,Ahmednagar - Gut No.190,Madagaon, Dist-Ahmednagar 414001 DOKE S.S. BY PRIVATE VEHICLES, BY BUS 8329105512 YES 212 DHULE FC5381 Shri. Jaykumar Rawal Institute of Technology, Dondaicha. - At Post Dondaicha, Dist. Dhule Mr. K. D. Patil The College distance from Dondaicha Bus Station or Ralway Station is 2.5 Km and Auto Riksha is available from both station. 8605538084 YES 213 AHMEDNAGAR FC5382 Ahmednagar Jilha Maratha Vidya Prasarak Samajache, Shri. Chhatrapati Shivaji Maharaj College of Engineering, Nepti - Survey No. 162& 163, Nepti, Nagar Kalyan Road, Ahmednagar Ms. Wanave S. A. 8 km away from maliwada bus stand 9665218923 YES 214 NASHIK FC5390 K.V.N. Naik S. P. Sansth's Loknete Gopinathji Munde Institute of Engineering Education & Research, Nashik. - Canada Corner, Sharanpur Road, Nashik PANKAJ P BHIRUD 7506378001 YES 215 JALGAON FC5394 Sahjivan Shikshan Prasarak Mandal's Vasantrao More Polytechnic, Tehu Tq.Parola, Jalgaon. - At Tehu Taluka Parola, Dist. Jalgaon 425111 Mr. S. R. BARI Take a bus of Chalisgaon from Parola Bus Stop. 7773931888 YES 216 AHMEDNAGAR FC5395 Ashok Institute of Engineering & Technology(Polytechnic), Shrirampur. - Ashok Nagar, Tal.Shrirampur, Dist. Ahmednagar.413717 Prof. M.R.Pandagale 6 km to Shrirampur Bus Stand & Shrirampur(Belapur) Railway Station 9960561181 YES 217 JALGAON FC5396 College of Engineering and Technology ,North Maharashtra Knowledge City, Jalgaon - Gat No 166 Bambhori, Jalgaon S H Khan By Train 2 km from Paldhi Station or By Road Bus Stop KBCNMU main gate. 9096104664 YES 218 NASHIK FC5402 Shree. Kapildhara Polytechnic, Igatpuri. - Sr. No. 231, A/p Waki, Kawnai Road, Tahsil Igatpuri, Dist Nashik. Mr.A.B.Jadhav Nearest Railwy Station for college is Igatpuri and distance of College from Igatpuri is 8KM. Nearest bus stand is Ghoti and distance from Ghoti bus stand 4 KM. 9588433522 YES 219 NASHIK FC5404 Gurukul Education Society's Institute of Engineering & Technology, Nandgaon - S.No. 34/1B, & 34/2, At Phule Nagar, Post Nandgaon, Tal. & Dist. Nashik. Archana Vishwanath Ahire By Train next to Manmad Station By Bus From Manmad or nandgaon Fule Nagar Bus Stop 9403239099 YES 220 AHMEDNAGAR FC5408 Vidya Niketan College of Engineering, Bota Sangamner - Prof. Shinde Prakash Babaraje By Bus From Sangamner/Alephata 8975907456 YES 221 NASHIK FC5411 Maulana Mukhtar Ahmad Nadvi Technical Campus, Malegaon. - Mansoora, Malegaon-Manmad Road, P.B.No.144, Malegaon, Nashik. Ansari Abu Usama College is situated at manmad choawfully Malegaon 9021974886 YES 222 DHULE FC5413 Netaji Subhashchandra Bose Edu Trust,Netaji Polytechnic.,Dhule - Gat No 21/1,Village Ajang,Parola Road,N.H.6 MR CHARUL K SURANA by bus 8698524455 YES 223 DHULE FC5414 Nikam Institute of Technology(Polytechnic),Dhule - Morane-Gondur byPass road,Gondur MR.GANESH B CHAUDHARI Morane Gondur Bypass Road Gondur Dhule 7020550850 YES 224 DHULE FC5415 Adarsh Polytechnic, Dhule - 155,Nakane,Nakane Road,Deopur,Dhule MS Mr. V. S. Chavan By Road 4 Km from Bus Stand 8788581545 YES 225 AHMEDNAGAR FC5417 Karmaveer Shankarao Kale Education Society's Gautam Polytechnic Institute,(Kolpewadi),Kopargaon - Gautam Nagar,Post Kolpewadi, Mr. Shaikh J. H. 1 Km From Kolpewadi Bus Station 9921227863 YES 226 JALGAON FC5419 Mauli Institute of Technology (Polytechnic), Amalner, Dist. Jalgaon - Gut No.25/1/A, Dheku Road, Ambasan Dheku, Amalner, District Jalgaon. S.R.PATIL By bus 9765436405 YES 227 AHMEDNAGAR FC5420 Akole Taluka Education Society's Faculty of Polytechnic, Akole - At Post Akole Tal., Akole, Dist Ahmednagar Rupesh Radhakisan Dhumal By Bus Next to Akole Bus Stand K.G.Road 9975713655 YES 228 DHULE FC5433 R.C. Patel Polytechnic, Shirpur - Survey No. 41/1, Near Balaji Nagar, Opposite to R.C. Patel Educational Complex, Karwand Road, Shirpur. Mr. A V Dixit Waking distant from Karavand Naka Shirpur (Karvand Naka is 1.5 km from Shirpur Bus Stand) 8830015989 YES 229 NASHIK FC5434 Gokhale Education Society's Sir Dr.M.S.Gosavi Polytechnic Institute, Nashik Road - G.E.Society's Bytco College Campus, Nashik Road, Nashik Mr. M. N. Rane 2 km Near Railway Station 8007705250 YES 230 FC5513 MKD Institute of Technology, Nadurbar - Prachi Mahendra Mali 5 km from nandurbar bus stand 9373626815 YES 231 SANGLI FC6007 Walchand College of Engineering, Sangli - Walchand College of Engineering, Vishram Bagh, Sangli Ashok V. Kamble By Bus - Vishrambag, Sangli 9765165390 YES 232 KOLHAPUR FC6010 Government Polytechnic, Kolhapur - old Pune Banglore Highway, Vidyanagar, Kolhapur 416004 Dr. M.Y.Sonule 4 km from Railway station and Bus stand of Kolhapur, Near Shivaji University, Opp. Govt. Agriculture College 9890055075 YES 233 PUNE FC6011 Government Polytechnic, Awasari (khurd) - Avasari (Khurd) Tal. Ambegaon Dist Pune 415405 Sudhir D. Muley Pune Manchar Awasri (Kh) 9970723236 YES 234 PUNE FC6013 Government Polytechnic, Pune - Ganesh khind, Shivaji Nagar, Pune. 411016 Dr.Kishor B Kale 3 km away from shivajinagar rail way station. by bus on the university road. 9922279474 YES 235 SANGLI FC6014 Government Residence Women Polytechnic, Tasgaon - Manerajuri Road, Tasgaon, Sangli 416312 Dr. S A Jamdade Manerajuri road, Vasumbe, Tasgaon 9075158555 YES 236 SANGLI FC6015 Government Polytechnic, Miraj - Near Maji Sainik Vasahat, Vidyanagar Sangli , 416410 Dr. Y. P. Chauhan Miraj railway station to G P Miraj by Auto 9960590195 YES 237 SATARA FC6016 Government Polytechnic, Karad - Government Polytechnic, P,O. Vidyanagar Satara , 415124 Mrs J L Gawande By road 9890830702 YES 238 SOLAPUR FC6017 Government Polytechnic, Solapur - Akkalkot Road, Solapur , 413006 Dr.F.S.Yamgar By Road 9420692087 YES 239 KOLHAPUR FC6018 Institute of Civil and Rural Engineering(aided), Gargoti, Kolhapur - Hutatma Murlidhar Nagar, Gargoti, Kolhapur 416209 Mr. Otari D.V. Road 9423840867 YES 240 PUNE FC6020 Cusrow Wadia Institute of Technology( Aided ), Pune - 19, Bundgarden Rd.,Pune Pune , 411001 Dr. S. L .Gavali Near Ruby Hospital - Metro Stop, 19 Bund Garden Road, Pune - 411001 9422665127 YES 241 PUNE FC6141 Jaywant Shikshan Prasarak Mandal's,Rajarshi Shahu College of Engineering, Tathawade, Pune - S. No. 80/3, Mumbai Pune Bypass Highway, Tathawade,Tal-Munshi, Dist. Pune Ms. Mayuri D. More lean out at chinchwad railway station 9970897952 YES 242 PUNE FC6149 Siddhant College of Engineering, A/p Sudumbare, Tal.Maval, Dist-Pune - Chakan Talegaon Road, At Post Sudumbare, Tal. Maval Dist. Pune Prof. Bhagwat Baburao Kedar By Bus From Dehugon 5 Km & Nearest Railway Station Talegaon Dabhade 10Km 9923906993 YES 243 SANGLI FC6214 K. E. Society's Rajarambapu Institute of Technology, Walwa, Sangli - Rajaramnagar, A/p. Sakhrale, Tal: Walwa Dist. Sangli Prof. Ansar A. Mulla By Road, From Sangli District, Travel to Islampur 40Km and From Islampur to RIT 3Km. By Train, Nearby Station, at Takari (TKR) 15Km from RIT. By Air, Nearby Airport, at Kolhapur, 50Km from RIT, Pune Airport 200Km apprx. 8275256786 YES 244 KOLHAPUR FC6225 Dattajirao Kadam Technical Education Society's Textile & Engineering Institute, Ichalkaranji. - Post Box No. 130, Rajwada, Ichalkaranji. Dist. Kolhapur Mr. R. D. Shirke By bus/rikshaw/taxi/personal vehicle from ST stand to Rajwada, Ichalkaranji 9762758854 YES 245 SANGLI FC6266 Shetkari Shikshan Mandal's Pad. Vasnatraodada Patil Institute of Technology, Budhgaon,(Diploma) Sangli - PVPIT), Budhgaon, Tasgaon Rd., Tal : Miraj S.D. Chougule 10 km from Sangli bus stand, on Sangli Tasgaon road. 8329294743 YES 246 KOLHAPUR FC6288 Bharati Vidyapeeth's College of Engineering, Kolhapur - Near Chitranagari, Kolhapur Kadam Sanjay Janardan By road 8KM from CBS -Morewadi, R.K.Nagar ,Near Chitranagari, Kolhapur 9850450801 YES 247 SANGLI FC6304 Loknete Hanumantrao Charitable Trust's Adarsh Institute of Technology and Research Centre, Vita,Sangli - Post Khamla(Bha.), Vita, Gat No.421,Tal- Khanapur Dist . Sangli Mr.Shinde S.V Adarsh Institute of Technology Research Centre A/p Khambale (Bha) Near MIDC Vita Tal Khanapur Dist Sangli 9763726878 YES 248 SATARA FC6312 Abhinav Education society College of Engineering and Technology (Diploma), Wadwadi, Tal. Khandala - S.No 209,178,179,180 Wadwadi,Khandala Satara , 412801 DHUMAL A H From pune to kapurhol & Kapurhol to Hartali Phata By BUS. From Shirawal to Rajewadi By Bus. 7350483075 YES 250 PUNE FC6324 Rajgad Dnyanpeeth's Technical Campus,Dhangwadi, Bhor - S.No. 237, Dhangwadi, Tal. Bhor. Dist. Pune Prof. Patil Umesh Prabhakar By Road - PMT Buses are available from Katraj Pune (SAROLA BUS) ST Buses are also Available from Swargate, Address - Sr. No. 237 Pune-Bangalore Highway, Bus Stop Dhangawadi, Tal-Bhor, Dist-Pune, State-Maharashtra, Pincode-412206 8668225675 YES 252 KOLHAPUR FC6402 Shree Prince Shivaji Maratha Boarding House's New Polytechnic, Kolhapur - R. S. No. 264, Shantinagar, Uchagaon, Kolhapur , 416005 VAIBHAV ANIL PATANKAR SHANTINAGAR , UNCHAGAON 9689872676 YES 254 PUNE FC6405 Shivnagar Vidya Prasarak Mandal's Institute of Tech. & Engg., Malegaon(Bk.) - A/P Malegaon BK. Pune , 413115 Suresh Yashwant Sawant 8668520442 YES 255 SATARA FC6406 Karmaveer Bhaurao Patil Polytechnic,Satara - Gat No. 242/B/1 Panmalewadi, A/P Varye, Satara 415001 Mr Ghorpade B.S. By BUS from Bus Station Satara to Karmaveer Bhaurao Patil Polytechnic, Satara. At Panmalewadi Post Varye Tal Dist Satara. Pin 415015. 8668841443 YES 256 SATARA FC6407 Satara Education Society's Satara Polytechnic, Satara - Somgaon, Khindwadi, Near Nh 4, Mangalwar Peth, Satara 415002 SALUNKHE ANITA TANAJI Bus stand Away from 5 Km & Railway station away from 10 Km 9657148298 YES 257 PUNE FC6408 Bharti Vidyaapeeth's Jawaharlal Nehru Institute of Technology, Pune - Pune Satara Road, Dhanakawadi, Katraj Pune , 411043 Mr. A. G. Raut from swargate by bus 4 Km 9766595511 YES 258 SOLAPUR FC6409 Solapur Education Society's Polytechnic, Solapur - Samart Chowk, Budhwar Peth, Solapur , 413002 VIJAY ANIL KULKARNI 1 km from S.T. Stand, Solapur 3 km from Railway Station, Solapur 9402488939 YES 259 PUNE FC6410 Dr. D. Y. Patil Pratishthan's, Yashwantrao Bhaurao Patil Polytechnic, Pune - Sector No.29, Nigdi Pradhikaran, Akurdi Pune , 411044 Dr Sapana H Thakurraje BUS,TRAIN 9764151192 YES 260 PUNE FC6413 Pimpri Chinchwad Education Trust's Pimpri Chinchwad Polytechnic,Pune - Sector No. 26, Pradhikaran , Pune , 411044 Mr.A.B.KULKARNI 9921098941 YES 261 PUNE FC6414 Sinhgad Tech Education Society's Sou. Venutai Chavan Polytechnic, Pune - 44/1, Vadgaon (BK), Off- Sinhgad Rd, Pune 411041 S.C.Thorat 8208484907 YES 262 PUNE FC6415 All India Shri Shivaji Memorial Society's Polytechnic, Pune, - Polytechnic,Kennedy Rd,Near R.T.O. Office Pune , 411001 Mr. S. D. Patil Near RTO, Near Mangalwar Peth Metro Station, Kennedy Road, Pune-411001 9421004803 YES 263 PUNE FC6418 Jaihind Comprehensive Educational Institute's Jaihind Polytechnic, Kuran,Tal. Junnar - A/P Kuran, Tal. Junnar, Pune , 410511 Shri Dhamale B.R. by bus 9766000212 YES 264 SOLAPUR FC6420 Shikshan Prasarak Mandal's Polytechnic,Solapur - Hotgi Road, Kumathe, Solapur 413224 Rahul Tirthkar ST Stand- Airport Hotgi Road- Kumathe Road-SPM Polytechnic Kumathe 9767107144 YES 265 KOLHAPUR FC6421 Dr. D. Y. Patil Prathisthan's Dr. D.Y. Patil Polytechnic, Kolhapur - Kasba Bavada Kolhapur , 416006 Mrs. S. A. Tone 3KM from CBS Stand 9373370405 YES 266 PUNE FC6423 Shri Jain Vidya Prasarak Mandal's Rasiklal M. Dhariwal Institute of Technology, Chinchwadgaon, Pune - Shri Fattechand Marg Pune , 411033 A A Deshpande Pawananagar, Near old octrai naka, chinchwadgaon, pune-411033 9850978522 YES 267 PUNE FC6425 Jaywant shikshan prasarak Mandal,Jaywantrao Sawant Polytechnic, Hadapsar, Pune - Survey No. 58, Hadapsar Handewadi Road, Hadapsar Pune , 411028 Mr. Wadkar S.P. Hadapsar- Sasanenagar- Handewadi road- Satavnagar - JSPM Campus 9921214506 YES 268 PUNE FC6427 Bhivrabai Sawant Polytechnic, Wagholi, Pune - Gat No. 720/2, Pune Nagar Road, Bakori Phata,Wagholi, Pune , 412207 Mr. Pramod Waghmare Bakori Phata Stop at Pune Nagar Road Wagholi 8282828492 YES 269 KOLHAPUR FC6428 BMSPM's Ashokrao Mane Polytechnic, Vathar Tarf Vadgaon - Gat No. 113 A, A/P Vathar Tarf Vadgaon, Hatkangale, Kolhapur 416112 Mr. Mujawar Nisarahamad Harun By road Vathar stand 9766436077 YES 270 SOLAPUR FC6429 Vidya Vikas Pratishthan Polytechnic, Solapur - 72 / 2 B,Pratap Nagar, Soregaon-Dongaon Road Solapur , 413004 A.H.A.R. SHAIKH by rikshaw from Soregaon 9226264149 YES 271 SOLAPUR FC6431 Sai Charitable Trust, Indira Institute Of Diploma Engineering(Poly), Sasure, Tal. Barshi - Flat No. 67, At Post Sasure ( Bairag )Solapur_Barshi Highway, Barshi, Solapur 413402 Miss. Shelake.S.S Gat No.67 Dhengale-Patil Nagar Sasure Vairag 413402 9960185455 YES 272 SATARA FC6433 Vidyavardhini Charitable Trust's Abhaysinhraje Bhonsle Institute of Technology, Shahunagar- Shendra, Satara - Gat No. 282, 290 & 291 Shendre Satara 415001 Mr.Suraj shendage From Satara Bus Stand 7 Km away,& Railway Station 9 Km away Front NH-4 Shendre Ajinkyatara sugar factory near Satara 8169609450 YES 273 KOLHAPUR FC6434 Dinkarrao K. Shinde Smarak Trust, Dr. A.D. Shinde Institute Of Technology, Gadhinglaj - At Post-Bhadgaon, Taluka Gadhinglaj, Dist. Kolhapur 416502 MR RAHUL S BELLI 9284631219 YES 274 PUNE FC6435 Zeal Education Society, Zeal Polytechnic, Narhe Tal. Haveli, Pune - Survey No. 39, Narhe, Taluka Haveli, Dist. Pune 411041 Prof. Ravi Gopal Yenkar By Road 10.5 km from Swargate Bus Stand. By Road 14.3 km from Wakdewadi New Bus Stand, Shivajinagar, Pune. By Road 15.4 km from Pune Station. By Road 3.9 km from Katraj Bus Stop. 9860760256 YES 275 KOLHAPUR FC6436 Sharad Institute of Technology Polytechnic, Yadrav( Ichalkaranji) - Jay-Sangli Naka, Yadrav-Ichalkaranji, Shirol, Kolhapur 416121 Mr.K.J.AWATI SHARAD INSTITUTE OF TECHNOLOGY,POLYTECHNIC,YADRAV (ICHALKARANJI),TAL-SHIROL,DIS.KOLHAPUR 416121 8855004100 YES 276 SOLAPUR FC6437 Shree Vitthal Edu. and Research Institute, College of Engineering (Polytechnic), Gopalpur, Pandharpur - P.Box No.54, Gopalpur, Ranjani Road, Solapur , 413304 Mr. Sachin W. Torane By Bus from Pandharpur Bus stand near about 8 km. 9860024993 YES 277 PUNE FC6441 Dr.D.Y.Patil Educational Academy's D. Y. Patil Polytechnic, Ambi., Talegaon - S. No. 124 & 126 Ap. Ambi, MIDC Road,Talegaon Dabhade Pune , 410506 Prof.S.S.Bandal By Pune lonavla local train 9767724256 YES 278 KOLHAPUR FC6442 Sant Gajanan Maharaj Rural Polytechnic, Gadhingaj, Kolhapur - Mahagaon Sait, Chinchewadi, Gadhinglaj, Kolhapur 416503 MR.V.R.MOHITE KOLHAPUR-GADHINGLAJ-COLLEGE CAMPUS 8975474848 YES 279 SOLAPUR FC6443 Shanti Education Society, A.G. Patil Polytechnic Institute, Solapur - 18(2/2A) 2, Pratap Nagar, Vijapur Road, Opp. S.R.P. Camp, Solapur 413004 Mr. M. M. Kulkarni By Road 9822380464 YES 280 SOLAPUR FC6444 Shriram Institute Of Engineering & Technology, (Poly), Paniv - Paniv, Taluka Malshiras, Dist. Solapur 413113 Mr.Sandesh Balasaheb Patil By Road From Akluj Bus Stand 8308602080 YES 281 PUNE FC6445 Vidya Pratishthan's Polytechnic College, Vidyanagari, Indapur - Vidyanagari, Indapur, Dist. Pune 413106 Mr Gore Ranjeet M The college is located 1.5 km away from Indapur Bus Stand .You can opt for private Auto rikshaw or Baramati / Akluj buses 9511779696 YES 282 SOLAPUR FC6446 Kai. Amdar Bramhadevdada Mane Shikshan Va Samajik Pratishthan,Bramhadevdada Mane Polytechnic, Belati, Noth Solapur - Gat No.137/1/A,B,C,D, A/p-Belati, Noth Solapur Dist. Solapur 413002 Prof. R. R. Pawar By Road Bus Stop BMIT, Belati, Solapur-Mangalwedha Kolhapur Highway 8380050581 YES 283 PUNE FC6449 Marathwada Mitra Mandal's Polytechnic, Pune - Sr.No.4/17, Thergaon Pune 411033 Mr. Salunke B.S By Bus M.M School Bus Stop 9423018249 YES 284 PUNE FC6451 Samarth Rural Education Institute, Samarth Polytechnic, Bangarwadi, Belhe - Bangarwadi, Belhe, Taluka Junnar, Dist. Pune 412410 Mr. Satpute Adinath Shankarrao On Nagar- Kalyan Highway , from Ale Fatta- 12 KM 9595768696 YES 285 SANGLI FC6452 Shri Umajirao Sanamadikar Medical Foundation's Siddharath Polytechnic, Jath - S.NO. 672/1, Segaon road,Jaith Dist Sangli 416404 Babar S.M By Bus 9860719403 YES 286 PUNE FC6456 Kasegaon Education Society's Rajarambapu Institute of Technology (Polytechnic), Lohgaon Pune - S.No.35/4, Lohagaon, Tal. Haveli Dist. Pune Mr.Rahul Kanase Pune Station to Lohegaon bus 8830863656 YES 287 SOLAPUR FC6458 Shri. Siddheshwar Deosthan Trust's Siddheshwar Women's Polytechnic, Solapur - Bhavani Peth, T.P. No.Ii,Plot No.74,Rupa Bhawani Mandir Road,Solapur 413002 Ms. Saptashwa P.P. 1 km away from ST stand and 2KM away from railway station 9822261486 YES 288 FC6466 Shree Santkrupa Shikshan Sanstha, Shree Santkrupa Institute Of Engineering & Technology, Karad - Mr. Patil S V By Bus Stop Ghogaon College (Karad Shedagewadi Bus) 9158551155 YES 289 SOLAPUR FC6467 Swami Vivekananda Pratisthan, Swami Vivekananda Institute Of Technology,Khed, Solapur - Gat No.16/1,Solapur -Barshi Road,Khed,North Solapur 413225 Mr. Tushar R. Kharatmal By Bus Stop of SVIT College from Solapur Bus Stand on Barshi Road 9172353433 YES 290 KOLHAPUR FC6468 Swami Vivekananda Shikshan Sanstha, Dr. Bapuji Salunkhe Institute Of Engineering & Technology,Kolhapur - 2130, E Ward, Kolhapur 416003 Mr. Baliram Baburao Patil By Train - Kolhapur Railway Station to BSIET, Tarabai Park, Kolhapur (Distance 1 KM) By Bus - Kolhapur Cetral Bus Stand to BSIET, Tarabai Park, Kolhapur (Distance 1 KM) 8975934676 YES 291 SANGLI FC6470 Shriram Education Soceity's Shivaji Polytechnic, Atpadi, Sangli - Near Suresh Indians Gas Agency,1370 Gat No.4169 To 4175 Tal.Atpadi Sangli , 415301 Mr.Pawar R.B. Near The Bus Stand 7559139678 YES 292 SOLAPUR FC6471 Ramkrishna Technical Education Soceity, Shivaji Polytechnic College, Sangola - S.No.76/1,77 Sangola, Jat Road, Sangola Solapur , 413307 S B Chandanshive 4 Km Away from sangola Bus stand. 9172598699 YES 293 KOLHAPUR FC6472 Vidyavardhini Educational Academy's Vidyavardhini Institute Of Technology,Bhudargad - Gat No.437/1,At Post: Pal, Tal.Bhudargad Kolhapur , 416209 Mr. S. S. Bhanumate By, Gargoti to Gadahinglaj raod,.Pal 9421954408 YES 294 SANGLI FC6473 Shri. Venkateshwara Shikshan Sanstha's Nanasaheb Mahadik Polytechnic Institute, Peth - Gat No. 905 A/1, Pune - Benglore NH-4 Highway A/P - Peth, Tal - Walwa, Dist - Sangli Kishor Shinde Use Shared auto from Islampur Bus stand 9922993722 YES 295 SOLAPUR FC6474 Shri Vatavruksha Swami Maharaj Devasthan's, Kai.Kalyanrao (Balasaheb) Ingale Polytechnic College, Akkalkot - Gat No.604/2,Near Bhakta Nivas,Gangapur Road, Akkalkot Solapur , 413216 V.V. CHOUGULE By Bus 9527334556 YES 296 SATARA FC6475 Smt. Premalatai Chavan Polytechnic, Karad - 271, Mangalwar Peth,Tal:Karad Satara , 415110 Mrs. Bajare R. V. By Train at Ogalewadi Railway Station or By Road Karad S. T. Stand to Premalatai Chavan Polytechnic College, Karad 9175832809 YES 297 SATARA FC6545 Samarth Education Trust's Arvind Gavali College Of Engineering Panwalewadi, Varye,Satara. - Gat. No-247,A/P-Panwalewadi Post Varye,Tal-Satara 415015 Mr. Bhosale A.T. By Bus from Satara Stand - 7km At. Panmalewadi, Post - Varye, Tal. & Dist. Satara, Maharashtra (IN) - 415015 8275914209 YES 298 FC6628 Dattakala Group Of Institutions, Swami - Chincholi Tal. Daund Dist. Pune - Mr.Suryawanshi P.B. By Bus: 100 KM from Pune. Located near at Bhigwan(Pune-Solapur Highway), 30KM From Baramati, 40 KM From Daund, 40KM from Indapur, 40KM From Rashin By Train: 10 KM From Bhigwan Station, 40KM from Daund Junction By Plain: 110 KM From Pune Airport 9763332929 YES 299 PUNE FC6632 Navsahyadri Education Society's Group of Institutions - Gat. N0. 69,70,71, Mouje : Naigaon, Tal. Bhor, Pune , 412205 Prof.Sneha Vijay Pawar By Private Vechical ,By PMT,By Bus 8796542426 YES 300 SANGLI FC6644 Shri. Ambabai Talim Sanstha's Sanjay Bhokare Group of Institutes, Miraj - Tilaknagar Miraj-Sangli Road Miraj Sangli , 416414 MR.R.R.MANKAR FROM TRAIN OR BUS STAND 5 MIN BY AUTO 9921242722 YES 301 PUNE FC6649 TSSM's Bhivarabai Sawant College of Engineering and Research, Narhe, Pune - S.No. 12/1/2 and 12/2/2, Narhe, Taluka Haveli, Pune 411048 AMIT ANANDRAO KARANJE BY ROAD 7249067990 YES 302 KOLHAPUR FC6714 Shree Datta Shetakari Sahakari Sakhar Karkhana Ltd. Charitable Trust, Shree Datta Polytechnic College, Dattanagar Tal-Shirol, Dist Kolhapur - Gat No. 251 & 133/2, Dattanagar, Tal-Shirol, Dist Kolhapur 416120 Honmore Dharmraj B. Nearest Railway Station :- Jaysingpur. Nearest Bus stop :- Shirol 9665220192 YES 303 PUNE FC6715 Dnyan Kala Krida & Krushi Pratishan,Babasaheb Phadtare Polytechnic, Kalamb Walchandnagar, Tal-Indapur, Dist. Pune - S.No.40/1 Kalamb Walchandnagar, Tal-Indapur Dist Pune. 413114 Mrs. Khalate G.H. Baramati Railway Station to Walchadnagar 25 K.M. Walchandnagar Bus Stand 2 K.M. 8805333568 YES 304 PUNE FC6722 SHRI SOMESHWAR SHIKSHAN PRASARAK MANDALS SHARADCHANDRA PAWAR INSTITUTE OF TECHNOLOGY SOMESHWARNAGAR. - Gat ..No. 53, Waghalwadi, Post-Someshwarnagar, Tal-Baramati, Dist-Pune 412306 PAWAR ANKUSH NAMDEV By bus near someshwar bus stop 8208726061 YES 305 SATARA FC6723 Chh.Shivaji Shikshan Mandal,Chh.Shivaji Polytechnic Institute,Vaduj, Tal-Khatav, Dist. Satara - Vaduj, Tal-Khatav,Dist-Satara. Mr.Shinde O.S. By bus from Vaduj St stand Satara vaduj highway satewadi corner 8805904323 YES 306 SOLAPUR FC6725 New Satara Shikshan Sankul,New Satara College of Engineering & Management, Pandharpur - New Solapur Road, Pandharpur. Dist. Solapur Mr Mahesh S Dhumal 8 km From Pandharpur railway station & 10 Km From Pandharpur Bus stop 9623250707 YES 307 PUNE FC6732 Ajeenkya DY Patil School of Engineering, Lohegaon, Pune - Dr. D. Y. Patil Knowledge City, S. No. 136, Charholi (Bk), Via Lohegaon, Tal.- Haveli, Pune Mr. Raviraj Nargide Dr.D.Y Patil Knowledge City, Charoli Bk, Via Lohegaon Pune -412105, Dist:Pune Tal:Havali. 8805058161 YES 308 SOLAPUR FC6756 Fabtech Technical Campus College of Engineering and Research, Sangola - Pandharpur Road, Gat No.565/1, Sangola Tal. Sangola, Dist. Solapur 413307 PROF. KALE R. U 3Km from Sangola Railway Station and Sangola Bus Stand on Sangola-Pandharpur Road. 8308982120 YES 309 SATARA FC6757 Yashoda Technical Campus, Wadhe, Satara. - S.No.242/1, At post Wadhe,Tal.& Dist. Satara. 415011 Mr. Ranjeet Hanmant Basugade From Satara Bus Stand to Wadhe Phata and Wadhe Phata to Institute 8830264230 YES 310 FC6758 Sahyadri Valley College of Engineering & Technology, Rajuri, Pune. - Prof.Nichit Kalpana Sampat from alephata 13 km,from ahemadnagar 75 km,from sangamner 60km by road 9096262035 YES 311 PUNE FC6759 Shree Ramchandra College of Engineering, Lonikand,Pune - Gat No. 351 & 333/1 At post Lonikand, Taluka Haveli, Dist. Pune 412216 CHOURE AKASH SOMNATH By Train at Pune Station, By PMT Bus- Bus stop -BJS College. 8805146176 YES 312 SATARA FC6766 Phaltan Education Society's College of Engineering Thakurki Tal- Phaltan Dist-Satara - Survey No.31(Part), Thakurki, Tal. Phaltan, Dist.Satara. Prof. A. A. Ranaware From Phaltan ST Stand to College of Engineering 8149427426 YES 313 PUNE FC6768 P.K. Technical Campus, Pune. - Gat. No.714(Old 1680), Post Kadachiwadi, Post Chakan, Tal. Khed. Dist. Pune 410501 D.M.Wadhwankar From Pune Station to Chakan 30 km by Local PMT Bus,2 km from Chakan Bus Stand or Chakan Chowk. 7721853939 YES 314 KOLHAPUR FC6780 D.Y.Patil Education Society's,D.Y.Patil Technical Campus, Faculty of Engineering & Faculty of Management,Talsande,Kolhapur. - G.No. 85, Talasande, Tal- Hatkangle, Kolhapur 416112 Mrs.Nafisa Mohsin Mulla 7 km from wathar stand straight towards warna kodoli road , turn right from chavare phata 2 km inside to DYPTC talsande. 7972895077 YES 315 SOLAPUR FC6781 Bhagwant Institute of Technology, Barshi - Gat No. 1242/2, Tadsoundane Road, Barshi. Solapur.413401 Mr. Kurmude S. G. 04 Kms from Barshi Bus Stand 9545280048 YES 316 SOLAPUR FC6782 Sahakar Maharshee Shankarrao Mohite Patil Institute of Technology & Research, Akluj - At Shankar Nagar, Akluj, Post Yashwant Nagar, Dist. Solapur Mr. Gaurav Mahavir Phade By Auto from bus stand 8329489949 YES 317 SATARA FC6797 Dnyanshree Institute Engineering and Technology, Satara - A/p Sonvadi-Gajvadi, Sajjangad Road, Tal Satara, Dist. Satara. Mr. Dhulagude H. S. By Bus or Auto 7028531797 YES 318 KOLHAPUR FC6800 DKTE Society's Yashwantrao Chavan Polytechnic, Ichalkaranji - R.S.No. 644, Sangli Road, Near Adinath Society, Ichalkaranji, Dist Kolhapur. Mr. S. N. Swami By road from Ichalkaranji Stand 9579496439 YES 319 SOLAPUR FC6810 The Great Maulana Abul Kalam Azad Minority Educational Trust's Maulana Azad Polytechnic, Solapur - 36/1A, At post Hotgi, Hotgi-Kumbhari Road, Tal.& Dist Solapur Miss.Waghmare Neeta N. BY ROAD 13Kms to Reach College 9561605436 YES 320 KOLHAPUR FC6811 Sanjay Ghodawat Institute,Hatkanangale, Dist- Kolhapur - AT post Atigre, Gat No 582, Tq-Hatkanangale, Dist- Kolhapur Mr. Chandrasen F. Rajemahadik A/P: Atigre, Sangali- Kolhapur highway, Dist: Kolhapur 9527116536 YES 321 KOLHAPUR FC6814 K.P. Patil Institute ( Polytechnic ), Bhudargad, Dist.Kolhapur - A/P Mudal, TAl Bhudargad, Dist Kolhapur. Saddamhuse S. Choche From C.B.S Stand & Railway Station Kolhapur 45 Km 9665327678 YES 322 PUNE FC6824 Trinity Polytechnic, Pune - S.No.25 & 27, Kondhawa-Saswad Road, Near Bopdev Ghat, Pune Mrs. Smita Y. Jagtap By Road Bus Stop is Kj College bus stop from Katraj, Pune Station, Swargate. 8605095555 YES 323 KOLHAPUR FC6827 Mahadevrao Wandre Institute of Technology, Turkewadi - Survey No 80 & 77, Mouje Waitakwadi Tal. Chandgad, Kolhapur. Mr. S.K. Kamble 20 KM by road from belgavi bus stand.at waitakwadi, Tal Chandgad, 9019496467 YES
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Dadar railway station
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Dadar railway station is one of the major interchange railway stations of Mumbai Suburban Railway. It serves the Dadar area in Mumbai, India.
en
https://wikiwandv2-19431…icon-180x180.png
Wikiwand
https://www.wikiwand.com/en/Dadar_railway_station
For other uses, see Dadar (disambiguation). Dadar railway station is one of the major interchange railway stations of Mumbai Suburban Railway. It serves the Dadar area in Mumbai, India. This railway station lies on both the Central line named as Dadar Central with station code DR and Western line named as Dadar Western with station code DDR. It's also a terminal for Mumbai Suburban Railway as well as Indian Railways.[2] Two roads are passes through parallel in the vicinity of Dadar railway station which is Senapati Bapat Marg on the Westside and Lakhamsi Nappu Road on the Eastside.
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en
/themes/customs/bandhan_bank/favicon.ico
https://bandhanbank.com/banking-outlet-locator
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https://m.economictimes.com/industry/transportation/railways/dombivali-most-crowded-station-on-central-railway-reveals-rti-query/articleshow/50625734.cms
en
Dombivali most crowded station on Central Railway, reveals RTI query
https://img.etimg.com/th…ctimes/photo.jpg
https://img.etimg.com/th…ctimes/photo.jpg
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[ "Thane", "Kalyan", "central railway", "CST", "Dombivali" ]
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Dombivali has beaten CST, Thane and Kalyan railway station to become the most crowded and fare generating suburban station in the Mumbai division.
en
https://economictimes.indiatimes.com/icons/etfavicon.ico
The Economic Times
https://m.economictimes.com/industry/transportation/railways/dombivali-most-crowded-station-on-central-railway-reveals-rti-query/articleshow/50625734.cms
Synopsis Dombivali has beaten CST, Thane and Kalyan railway station to become the most crowded and fare generating suburban station in the Mumbai division. MUMBAI: Dombivali has beaten CST, Thane and Kalyan railway station to become the most crowded and fare generating suburban station in the Mumbai division on Central Railway (CR), an RTI query has revealed here. The reply to a query filed by activist Anil Galgali said that a total of 2,33,635 passengers travel through this suburban station on a daily basis and Rs 14,94,538 is collected via fares from there everyday. Whereas Thane stands on the second spot where 2,25,490 passengers use this station everyday while fetching Rs 13,84,020 as fares. Figures on suburban daily average in terms of ticket selling, numbers of passengers and fare receivables of all 85 suburban stations of Mumbai division on CR also say that Thane remains at the top position in terms of ticket selling (60,895) on daily basis, while Kurla station was at the second spot from where 55,552 tickets are sold daily on an average. This was followed by Ghatkopar (42,977) primarily due to the commencement of Metro Rail from this station. According to figures furnished via RTI, a total of 8,97,019 tickets are sold at all these 85 stations and 38.56 lakh passengers travel on CR daily generating a fare collection of Rs 2.19 crore. CR has 121 rakes to serve passengers by 1618 train services on daily basis. Kalamboli, a station on Diva-Panvel route witnesses the lowest number of passengers with only 55 tickets sold daily. Only Rs 887 is collected as fare from here. Reacting to the findings, Galgali said that number of train trips are very less in comparison to commuters travelling everyday which is primarily owing to the "lackadaisical" approach of the officers. "Railway authorities have completely failed to live up to the aspirations of the local train commuters and this is why everyday over 10 passengers die owing to different kind of incidents," said Galgali. The basic reason why railway officers have failed to comprehend the problem is that railway officers, accountable for safe and comfortable journey, never travel in local trains, he said. (You can now subscribe to our Economic Times WhatsApp channel) (Catch all the Business News, Breaking News, Budget 2024 Events and Latest News Updates on The Economic Times.) Subscribe to The Economic Times Prime and read the ET ePaper online. ...moreless (You can now subscribe to our Economic Times WhatsApp channel) (Catch all the Business News, Breaking News, Budget 2024 Events and Latest News Updates on The Economic Times.) Subscribe to The Economic Times Prime and read the ET ePaper online. ...moreless Why success of Blackstone’s repeat IT bet depends on these ifs and buts Your EV is 40% Chinese, and will remain so if this jigsaw is not solved Assam holds a cautionary tale for the student leaders of Bangladesh Why LIC is battling ACESO to prevent transfer of policies Three reasons why Mumbai, NCR beat Bengaluru in the IPO treasure hunt Is the great Indian snacking boom slowing down finally? 1 2 3
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https://www.openutsqrcode.com/book-local-train-ticket-in-dombivli-station-uts-qr-code/
en
Book Local Train Ticket in Dombivli Station – UTS QR Code
https://www.openutsqrcod….31_b604e536.jpg
[ "https://www.openutsqrcode.com/wp-content/uploads/2024/06/WhatsApp-Image-2024-06-09-at-13.15.31_b604e536.jpg" ]
[]
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[ "" ]
null
[ "Mina Chauhan" ]
2024-04-01T05:25:10+00:00
Here are the steps to use the QR code for ticketing at Dombivli Railway Station: Download the UTS Mobile App: If you haven’t already, download the UTS (Unreserved Ticketing System) mobile app on your smartphone from the relevant app store (available for both Android and iOS). Login or Register: Open the UTS app and either log in
en
Open UTS QR Code - Mumbai Local Journey
https://www.openutsqrcode.com/book-local-train-ticket-in-dombivli-station-uts-qr-code/
Here are the steps to use the QR code for ticketing at Dombivli Railway Station: Download the UTS Mobile App: If you haven’t already, download the UTS (Unreserved Ticketing System) mobile app on your smartphone from the relevant app store (available for both Android and iOS). Login or Register: Open the UTS app and either log in with your existing credentials or register a new account if you’re a first-time user. Select Ticket Type: Choose the type of ticket you need, whether it’s a single journey ticket, season ticket, or platform ticket. Choose Dombivli Railway Station: Specify Dombivli Railway Station as your departure or arrival station, depending on your travel plans. Scan QR Code: At the station, locate the designated area for scanning QR codes. This could be at the ticket counters, ticket vending machines, or dedicated QR code scanning points. Scan the QR Code: Use your smartphone’s camera within the UTS app to scan the QR code displayed at the designated area. Ensure that your camera is focused properly on the QR code to scan it accurately. Confirm and Purchase Ticket: After scanning the QR code successfully, follow the prompts on the UTS app to confirm your ticket purchase. Review the details of your journey, including the fare and ticket type, before proceeding to make the payment. Receive Ticket: Once the payment is processed successfully, your ticket will be generated digitally within the UTS app. You can view and access your ticket directly from the app, eliminating the need for physical paper tickets. Board the Train: With your digital ticket secured in the UTS app, proceed to board the train at Dombivli Railway Station hassle-free. Exit the Station: If you’ve purchased a single journey ticket, don’t forget to exit the station using the same QR code system when you reach your destination. By following these simple steps, you can make use of the QR code system for ticketing at Dombivli Railway Station, ensuring a smooth and convenient travel experience.
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dbpedia
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41
https://timesofindia.indiatimes.com/topic/dombivli-railway-station/news
en
Dombivli Railway Station News
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https://static.toiimg.com/photo/47529300.cms
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[ "dombivli railway station", "dombivli railway station news", "dombivli railway station latest news", "dombivli railway station biography", "dombivli railway station photos", "dombivli railway station videos", "dombivli railway station news today" ]
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Check out for the latest news on dombivli railway station along with dombivli railway station live news at Times of India
en
https://m.timesofindia.c…-precomposed.png
The Times of India
https://timesofindia.indiatimes.com/topic/dombivli-railway-station/news
2-hour misery for commuters: What led to train cancellations and delays on Central Railway TNN / Aug 06, 2024, 02:03 (IST) Central Railway's main line services faced two-hour disruptions between Dombivli and Thakurli due to snapped overhead wires. Around 54 trains were canceled, and over 100 were delayed, leading to overcrowded stations. Repair work caused more delays, forcing passengers to walk along tracks. Commuters criticized the railway's maintenance efforts. Municipal commissioner cracks down on hawkers near Kalyan station TNN / Jul 19, 2024, 13:35 (IST) Kalyan-Dombivli Municipal Commissioner Dr. Indurani Jakhar has instructed various agencies to collaborate in strengthening the transport system to address the increasing traffic issues ahead of festivals. The directive includes removing illegal rickshaw stands, unauthorized hoardings, and obstructive poles to reduce congestion. Joint teams will work to ensure smooth traffic flow near the railway station. Citizens hope for lasting relief from traffic jams with this proactive approach. Railway police bust gang that stole from passengers on trains TIMESOFINDIA.COM / May 10, 2024, 11:55 (IST) Government Railway Police in Thane arrested four men from Vellore, Tamil Nadu, who were responsible for 12 thefts targeting train passengers in the Badlapur-Dombivli-Titwala area on the outskirts of Mumbai. The police recovered 11 mobile phones and a laptop worth Rs 2.7 lakh from the gang members. Four train passengers die in separate incidents near Dombivli TNN / Jan 04, 2024, 09:12 (IST) Four people, including two women, lost their lives in separate railway accidents in Thane. Two victims fell from an overcrowded local train between Kalyan and Kopar railway stations. Another woman fell from an up fast local train between Thakurli and Kalyan. Sushil Putran died after falling from a local train between Kopar and Dombivli. The accidents have raised concerns about office timings and overcrowding on trains. Retired railway staffer saved by RPF at Diva station TNN / Jul 10, 2023, 22:24 (IST) An alert RPF staff helped save a retired railway staffer from a sure tragic mishap at Diva station in Maharashtra after the elderly slipped off the footboard of a long distance train and was about to fall in the platform-footboard gap, officials said, Monday. Two men who raped teenage girl by posing as cops held in Maharashtra's Thane TIMESOFINDIA.COM / Jan 29, 2023, 18:34 (IST) ​​​​The incident had occurred on Friday afternoon and the accused had video-recorded their act to threaten the victim, he said. One of the arrested man is a habitual offender, Assistant Commissioner of Police (Dombivli) Sunil Kurhade told reporters. Woman injured as stone hurled at AC local, drunk held TNN / Nov 10, 2023, 04:31 (IST) A man was arrested for throwing a stone at an AC local train near Dombivli, injuring a woman. The accused, Sharad Gangurde, had previously thrown stones at two other trains, but no one was hurt. Gangurde, who was drunk at the time, works in Mumbai and is from the Jalgaon district. He was caught and interrogated by the police. The incident occurred between Thakurli and Dombivli stations on Thursday morning. Gangurde has been arrested under the Railway Act. Maharashtra: Man planning to end life near Dombivli railway tracks saved by cops PTI / Sep 17, 2021, 17:07 (IST) A 31-year-old man who rushed to the railway tracks near Dombivli station in Thane district to allegedly attempt suicide was rescued by police after the control room got an alert, an official said on Friday. Kalyan: 40-year-old man ends life by jumping before train TNN / Apr 15, 2021, 16:34 (IST) A-40-year-old man, who had recently recovered from Covid-19 infection, allegedly died by suicide by jumping before a train at dombivli railway station. The deceased after getting cured had returned home but two days later he was having some breathing problems.